Method for controlling an engine to obtain rapid catalyst heating

ABSTRACT

A method is disclosed for controlling operation of an engine coupled to an exhaust treatment catalyst. Under predetermined conditions, the method operates an engine with a first group of cylinders combusting a lean air/fuel mixture and a second group of cylinders pumping air only (i.e., without fuel injection). In addition, the engine control method also provides the following features in combination with the above-described split air/lean mode: idle speed control, sensor diagnostics, air/fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, default operation, and exhaust gas and emission control device temperature control. In addition, the engine control method also changes to combusting in all cylinders under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.

BACKGROUND OF INVENTION

[0001] 1. Field of the Invention

[0002] The present invention relates to control strategies for engines,and more particularly, to control strategies for rapidly heating anemission control device.

[0003] 2. Background of the Invention

[0004] One method that has been used to heat an emission control deviceof an engine has been to operate some of the engine cylinders lean, andother cylinders rich. Then, when the exhaust gasses of these lean andrich cylinders mix, they can react over an activated catalyst. Thiscatalytic reaction generates heat, thereby raising the temperature ofthe emission control device. Such an approach is described in U.S. Pat.No. 6,189,316.

[0005] However, the inventors herein have recognized a disadvantage withsuch an approach when the engine has first been started. In particular,just after an engine start, the catalyst is typically below atemperature that can support such an exothermic catalytic reaction.Further, the exhaust gasses from such lean and rich cylinders may not behigh enough to support an exothermic reaction without a catalyst.

SUMMARY OF INVENTION

[0006] The solution to this problem is to operate some cylinders withignition retard to generate exhaust temperatures high enough to supporta reaction without an activated catalyst. Then, since this ignitionretard may result in degraded control, the remaining cylinders(operating at a higher load) are used to provide good combustability (aswell as heat via the higher load). To provide the lean and rich gasses,the retarded cylinders may be enleaned and the cylinders operating atthe high load are enriched.

[0007] Note that the ignition retard timing values for each group ofcylinders are not fixed; rather, they can vary as long as one group ismore retarded than the other. In one example, the cylinders with lessretarded timing are retarded to the point of good combustion stability,whereas the other cylinders are retarded even further. Poor combustionstability is not a concern in this example since the cylinders with lessretarded timing are in control. Also, due to firing order of thecylinders, the vibration effects are minimal.

BRIEF DESCRIPTION OF DRAWINGS

[0008]FIGS. 1A and 1B show a partial engine view;

[0009] FIGS. 2A-2D show various schematic configurations according tothe present invention;

[0010] FIGS. 2E-2H show various flow charts relating to fuel deliveryand adaptive learning;

[0011]FIG. 3A shows a high level flow chart for determining andtransitioning between engine operating modes;

[0012]FIG. 3B is a graph representing different engine operating modesat different speed torque regions;

[0013]FIG. 3C shows a high level flow chart for scheduling air-fuelratio;

[0014] FIGS. 3D(1)A-D illustrate various engine operating parameterswhen transitioning from eight to four cylinder operation;

[0015]FIG. 3D(2) shows a high level flow chart for controlling engineoperation during cylinder transitions;

[0016] FIGS. 3D(3)A-D illustrate engine operating parameters whentransitioning from four to eight cylinders;

[0017]FIG. 3E shows a high level flow chart for controlling enginetransitions;

[0018]FIG. 4A is a high level flow chart for controlling engine speeddepending on engine operating mode;

[0019]FIG. 4B is a high level flow chart describing vehicle cruisecontrol;

[0020]FIG. 4C is a high level flow chart showing engine torque control;

[0021]FIG. 4D is a high level flow chart showing vehicle wheel tractioncontrol;

[0022]FIG. 5 is a high level flow chart for correcting an output of anair-fuel ratio sensor;

[0023]FIG. 6 is a high level flow chart for performing enginediagnostics;

[0024]FIG. 7 is a high level flow chart for indicating degradation of anengine sensor;

[0025]FIG. 8 is a high level flow chart relating to adaptive learning ofan air-fuel sensor;

[0026]FIG. 9 is a high level flow chart for calling sensor diagnostics;

[0027]FIG. 10 is a high level flow chart for estimating catalysttemperature depending on engine operating mode;

[0028]FIG. 11 is a high level flow chart for performing defaultoperation in response to sensor degradation;

[0029]FIG. 12 is a high level flow chart for disabling certain engineoperating modes;

[0030] FIGS. 13A-B are high level flow charts for controlling enginetransitions into catalyst heating modes;

[0031]FIG. 13C is a graphical representation of engine operatingparameters during transitions into and out of a catalyst heating mode;

[0032]FIG. 13D is a high level flow chart for controlling the engine outof catalyst heating mode;

[0033] FIGS. 13E-F are high level flow charts for controlling engineerror-fuel ratio during catalyst heating mode;

[0034] FIGS. 13G(1)-(3) illustrate engine operation during engine modetransitions;

[0035]FIG. 13H is a high level flow chart for controlling engine idlespeed control depending on whether catalyst heating is in progress;

[0036]FIG. 13I graphically represents operation according to an aspectof the present invention;

[0037]FIG. 13J graphically illustrates the effect of throttle positionon engine air flow;

[0038]FIG. 13K is a high level flow chart for controlling engine idlespeed;

[0039]FIG. 14 is a high level flow chart for adjusting ignition timingof the engine;

[0040]FIG. 15 is a high level flow chart for adjusting injected fuelbased on operating modes.

DETAILED DESCRIPTION

[0041]FIGS. 1A and 1B show one cylinder of a multi-cylinder engine, aswell as the intake and exhaust path connected to that cylinder. Asdescribed later herein with particular reference to FIG. 2, there arevarious configurations of the cylinders and exhaust system.

[0042] Continuing with FIG. 1A, direct injection spark ignited internalcombustion engine 10, comprising a plurality of combustion chambers, iscontrolled by electronic engine controller 12. Combustion chamber 30 ofengine 10 is shown including combustion chamber walls 32 with piston 36positioned therein and connected to crankshaft 40. A starter motor (notshown) is coupled to crankshaft 40 via a flywheel (not shown). In thisparticular example, piston 36 includes a recess or bowl (not shown) tohelp in forming stratified charges of air and fuel. Combustion chamber,or cylinder, 30 is shown communicating with intake manifold 44 andexhaust manifold 48 via respective intake valves 52 a and 52 b (notshown), and exhaust valves 54 a and 54 b (not shown). Fuel injector 66Ais shown directly coupled to combustion chamber 30 for deliveringinjected fuel directly therein in proportion to the pulse width ofsignal fpw received from controller 12 via conventional electronicdriver 68. Fuel is delivered to fuel injector 66A by a conventional highpressure fuel system (not shown) including a fuel tank, fuel pumps, anda fuel rail.

[0043] Intake manifold 44 is shown communicating with throttle body 58via throttle plate 62. In this particular example, throttle plate 62 iscoupled to electric motor 94 so that the position of throttle plate 62is controlled by controller 12 via electric motor 94. This configurationis commonly referred to as electronic throttle control (ETC), which isalso utilized during idle speed control. In an alternative embodiment(not shown), which is well known to those skilled in the art, a bypassair passageway is arranged in parallel with throttle plate 62 to controlinducted airflow during idle speed control via a throttle control valvepositioned within the air passageway.

[0044] Exhaust gas sensor 76 is shown coupled to exhaust manifold 48upstream of catalytic converter 70 (note that sensor 76 corresponds tovarious different sensors, depending on the exhaust configuration. Forexample, it could correspond to sensor 230, or 234, or 230 b, or 230 c,or 234 c, or 230 d, or 234 d, as described in later herein withreference to FIG. 2). Sensor 76 (or any of sensors 230, 234, 230 b, 230c, 230 d, or 234 d) may be any of many known sensors for providing anindication of exhaust gas air/fuel ratio such as a linear oxygen sensor,a two-state oxygen sensor, or an HC or CO sensor. In this particularexample, sensor 76 is a two-state oxygen sensor that provides signal EGOto controller 12 which converts signal EGO into two-state signal EGOS. Ahigh voltage state of signal EGOS indicates exhaust gases are rich ofstoichiometry and a low voltage state of signal EGOS indicates exhaustgases are lean of stoichiometry. Signal EGOS is used to advantage duringfeedback air/fuel control in a conventional manner to maintain averageair/fuel at stoichiometry during the stoichiometric homogeneous mode ofoperation.

[0045] Conventional distributorless ignition system 88 provides ignitionspark to combustion chamber 30 via spark plug 92 in response to sparkadvance signal SA from controller 12.

[0046] Controller 12 causes combustion chamber 30 to operate in either ahomogeneous air/fuel mode or a stratified air/fuel mode by controllinginjection timing. In the stratified mode, controller 12 activates fuelinjector 66A during the engine compression stroke so that fuel issprayed directly into the bowl of piston 36. Stratified air/fuel layersare thereby formed. The strata closest to the spark plug contains astoichiometric mixture or a mixture slightly rich of stoichiometry, andsubsequent strata contain progressively leaner mixtures. During thehomogeneous mode, controller 12 activates fuel injector 66A during theintake stroke so that a substantially homogeneous air/fuel mixture isformed when ignition power is supplied to spark plug 92 by ignitionsystem 88. Controller 12 controls the amount of fuel delivered by fuelinjector 66A so that the homogeneous air/fuel mixture in chamber 30 canbe selected to be at stoichiometry, a value rich of stoichiometry, or avalue lean of stoichiometry. The stratified air/fuel mixture will alwaysbe at a value lean of stoichiometry, the exact air/fuel being a functionof the amount of fuel delivered to combustion chamber 30. An additionalsplit mode of operation wherein additional fuel is injected during theexhaust stroke while operating in the stratified mode is also possible.

[0047] Nitrogen oxide (NOx) adsorbent or trap 72 is shown positioneddownstream of catalytic converter 70. NOx trap 72 is a three-waycatalyst that absorbs NOx when engine 10 is operating lean ofstoichiometry. The absorbed NOx is subsequently reacted with HC and COand catalyzed when controller 12 causes engine 10 to operate in either arich homogeneous mode or a near stoichiometric homogeneous mode suchoperation occurs during a NOx purge cycle when it is desired to purgestored NOx from NOx trap 72, or during a vapor purge cycle to recoverfuel vapors from fuel tank 160 and fuel vapor storage canister 164 viapurge control valve 168, or during operating modes requiring more enginepower, or during operation modes regulating temperature of the omissioncontrol devices such as catalyst 70 or NOx trap 72. (Again, note thatemission control devices 70 and 72 can correspond to various devicesdescribed in FIG. 2. For example, they can correspond to devices 220 and224, 220 b and 224 b, etc.).

[0048] Controller 12 is shown in FIG. 1A as a conventionalmicrocomputer, including microprocessor unit 102, input/output ports104, an electronic storage medium for executable programs andcalibration values shown as read only memory chip 106 in this particularexample, random access memory 108, keep alive memory 110, and aconventional data bus. Controller 12 is shown receiving various signalsfrom sensors coupled to engine 10, in addition to those signalspreviously discussed, including measurement of inducted mass air flow(MAF) from mass air flow sensor 100 coupled to throttle body 58; enginecoolant temperature (ECT) from temperature sensor 12 coupled to coolingsleeve 114; a profile ignition pickup signal (PIP) from Hall effectsensor 118 coupled to crankshaft 40; and throttle position TP fromthrottle position sensor 120; and absolute Manifold Pressure Signal MAPfrom sensor 122. Engine speed signal RPM is generated by controller 12from signal PIP in a conventional manner and manifold pressure signalMAP from a manifold pressure sensor provides an indication of vacuum, orpressure, in the intake manifold. During stoichiometric operation, thissensor can give and indication of engine load. Further, this sensor,along with engine speed, can provide an estimate of charge (includingair) inducted into the cylinder. In a preferred aspect of the presentinvention, sensor 118, which is also used as an engine speed sensor,produces a predetermined number of equally spaced pulses everyrevolution of the crankshaft.

[0049] In this particular example, temperature Tcat of catalyticconverter 70 and temperature Ttrp of NOx trap 72 are inferred fromengine operation as disclosed in U.S. Pat. No. 5,414,994, thespecification of which is incorporated herein by reference. In analternate embodiment, temperature Tcat is provided by temperature sensor124 and temperature Ttrp is provided by temperature sensor 126.

[0050] Continuing with FIG. 1A, camshaft 130 of engine 10 is showncommunicating with rocker arms 132 and 134 for actuating intake valves52 a, 52 b and exhaust valve 54 a. 54 b. Camshaft 130 is directlycoupled to housing 136. Housing 136 forms a toothed wheel having aplurality of teeth 138. Housing 136 is hydraulically coupled to an innershaft (not shown), which is in turn directly linked to camshaft 130 viaa timing chain (not shown). Therefore, housing 136 and camshaft 130rotate at a speed substantially equivalent to the inner camshaft. Theinner camshaft rotates at a constant speed ratio to crankshaft 40.However, by manipulation of the hydraulic coupling as will be describedlater herein, the relative position of camshaft 130 to crankshaft 40 canbe varied by hydraulic pressures in advance chamber 142 and retardchamber 144. By allowing high pressure hydraulic fluid to enter advancechamber 142, the relative relationship between camshaft 130 andcrankshaft 40 is advanced. Thus, intake valves 52 a, 52 b and exhaustvalves 54 a, 54 b open and close at a time earlier than normal relativeto crankshaft 40. Similarly, by allowing high pressure hydraulic fluidto enter retard chamber 144, the relative relationship between camshaft130 and crankshaft 40 is retarded. Thus, intake valves 52 a, 52 b, andexhaust valves 54 a, 54 b open and close at a time later than normalrelative to crankshaft 40.

[0051] Teeth 138, being coupled to housing 136 and camshaft 130, allowfor measurement of relative cam position via cam timing sensor 150providing signal VCT to controller 12. Teeth 1, 2, 3, and 4 arepreferably used for measurement of cam timing and are equally spaced(for example, in a V-8 dual bank engine, spaced 90 degrees apart fromone another) while tooth 5 is preferably used for cylinderidentification, as described later herein. In addition, controller 12sends control signals (LACT, RACT) to conventional solenoid valves (notshown) to control the flow of hydraulic fluid either into advancechamber 142, retard chamber 144, or neither.

[0052] Relative cam timing is measured using the method described inU.S. Pat. No. 5,548,995, which is incorporated herein by reference. Ingeneral terms, the time, or rotation angle between the rising edge ofthe PIP signal and receiving a signal from one of the plurality of teeth138 on housing 136 gives a measure of the relative cam timing. For theparticular example of a V-8 engine, with two cylinder banks and afive-toothed wheel, a measure of cam timing for a particular bank isreceived four times per revolution, with the extra signal used forcylinder identification.

[0053] Sensor 160 provides an indication of both oxygen concentration inthe exhaust gas as well as NOx concentration. Signal 162 providescontroller a voltage indicative of the O2 concentration while signal 164provides a voltage indicative of NOx concentration.

[0054] As described above, FIG. 1A (and 1B) merely shows one cylinder ofa multi-cylinder engine, and that each cylinder has its own set ofintake/exhaust valves, fuel injectors, spark plugs, etc.

[0055] Referring now to FIG. 1B, a port fuel injection configuration isshown where fuel injector 66B is coupled to intake manifold 44, ratherthan directly cylinder 30.

[0056] Also, in each embodiment of the present invention, the engine iscoupled to a starter motor (not shown) for starting the engine. Thestarter motor is powered when the driver turns a key in the ignitionswitch on the steering column, for example. The starter is disengagedafter engine start as evidence, for example, by engine 10 reaching apredetermined speed after a predetermined time. Further, in eachembodiment, an exhaust gas recirculation (EGR) System routes a desiredportion of exhaust gas from exhaust manifold 48 to intake manifold 44via an EGR valve (not shown). Alternatively, a portion of combustiongases may be retained in the combustion chambers by controlling exhaustvalve timing.

[0057] The engine 10 operates in various modes, including leanoperation, rich operation, and “near stoichiometric” operation. “Nearstoichiometric” operation refers to oscillatory operation around thestoichiometric air fuel ratio. Typically, this oscillatory operation isgoverned by feedback from exhaust gas oxygen sensors. In this nearstoichiometric operating mode, the engine is operated within oneair-fuel ratio of the stoichiometric air-fuel ratio.

[0058] As described below, feedback air-fuel ratio is used for providingthe near stoichiometric operation. Further, feedback from exhaust gasoxygen sensors can be used for controlling air-fuel ratio during leanand during rich operation. In particular, a switching type, heatedexhaust gas oxygen sensor (HEGO) can be used for stoichiometric air-fuelratio control by controlling fuel injected (or additional air viathrottle or VCT) based on feedback from the HEGO sensor and the desiredair-fuel ratio. Further, a UEGO sensor (which provides a substantiallylinear output versus exhaust air-fuel ratio) can be used for controllingair-fuel ratio during lean, rich, and stoichiometric operation. In thiscase, fuel injection (or additional air via throttle or VCT) is adjustedbased on a desired air-fuel ratio and the air-fuel ratio from thesensor. Further still, individual cylinder air-fuel ratio control couldbe used if desired.

[0059] Also note that various methods can be used according to thepresent invention to maintain the desired torque such as, for example,adjusting ignition timing, throttle position, variable cam timingposition, and exhaust gas recirculation amount. Further, these variablescan be individually adjusted for each cylinder to maintain cylinderbalance among all the cylinder groups. Engine torque control isdescribed more specifically herein in FIGS. 3A-C, 4C, and others such as13J, K.

[0060] Referring now to FIGS. 2A-2D, various configurations that can beused according to the present invention are described. In particular,FIG. 2A describes an engine 10 having a first group of cylinders 210 anda second group of cylinders 212. In this particular example, first andsecond groups 210 and 212 have four combustion chambers each. However,the groups can have different numbers of cylinders including just asingle cylinder. And engine 10 need not be a V-engine, but also may bean in-line engine where the cylinder grouping do not correspond toengine banks. Further, the cylinder groups need not include the samenumber of cylinders in each group.

[0061] First combustion chamber group 210 is coupled to the firstcatalytic converter 220. Upstream of catalyst 220 and downstream of thefirst cylinder group 210 is an exhaust gas oxygen sensor 230. Downstreamof catalyst 220 is a second exhaust gas sensor 232.

[0062] Similarly, second combustion chamber group 212 is coupled to asecond catalyst 222. Upstream and downstream are exhaust gas oxygensensors 234 and 236 respectively. Exhaust gas spilled from the first andsecond catalyst 220 and 222 merge in a Y-pipe configuration beforeentering downstream under body catalyst 224. Also, exhaust gas oxygensensors 238 and 240 are positioned upstream and downstream of catalyst224, respectively.

[0063] In one example embodiment, catalysts 220 and 222 are platinum andrhodium catalysts that retain oxidants when operating lean and releaseand reduce the retained oxidants when operating rich. Similarly,downstream underbody catalyst 224 also operates to retain oxidants whenoperating lean and release and reduce retained oxidants when operatingrich. Downstream catalyst 224 is typically a catalyst including aprecious metal and alkaline earth and alkaline metal and base metaloxide. In this particular example, downstream catalyst 224 containsplatinum and barium. Also, various other emission control devices couldbe used in the present invention, such as catalysts containing palladiumor perovskites. Also, exhaust gas oxygen sensors 230 to 240 can besensors of various types. For example, they can be linear oxygen sensorsfor providing an indication of air-fuel ratio across a broad range.Also, they can be switching type exhaust gas oxygen sensors that providea switch in sensor output at the stoichiometric point. Further, thesystem can provide less than all of sensors 230 to 240, for example,only sensors 230, 234, and 240.

[0064] When the system of FIG. 2A is operated in the AIR/LEAN mode,first combustion group 210 is operated without fuel injection and secondcombustion group 212 is operated at a lean air-fuel ratio (typicallyleaner than about 18:1). Thus, in this case, and during this operation,sensors 230 and 232 see a substantially infinite air-fuel ratio.Alternatively, sensors 234 and 236 see essentially the air-fuel ratiocombusted in the cylinders of group 212 (other than for delays andfiltering provided by the storage reduction catalysts 222). Further,sensors 238 and 240 see a mixture of the substantially infinite air-fuelratio from the first combustion chamber 210 and the lean air-fuel ratiofrom the second combustion chamber group 212.

[0065] As described later herein, diagnosis of sensors 230 and 232 canbe performed when operating in the AIR/LEAN mode if the sensors indicatean air-fuel ratio other than lean. Also, diagnostics of catalysts 220and 222 are disabled when operating in the AIR/LEAN mode in the systemof FIG. 2A, since the catalysts do not see a varying air-fuel ratio.

[0066] Referring now to FIG. 2B, engine 10B is shown with first andsecond cylinder groups 210 b and 212 b. In this example, an inline fourcylinder engine is shown where the combustion chamber groups are equallydistributed. However, as described above herein with particularreference to FIG. 2A, the combustion chamber groups do not need to haveequal number of cylinders. In this example, exhaust gases from bothcylinder groups 210 b and 212 b merge in the exhaust manifold. Engine10B is coupled to catalysts 220 b. Sensors 230 b and 232 b arepositioned upstream and downstream of the upstream catalyst 220 b.Downstream catalyst 224 b is coupled to catalyst 222 b. In addition, athird exhaust gas oxygen sensor 234 b is positioned downstream ofcatalyst 224 b.

[0067] With regard to FIG. 2B, when the engine is operating in theAIR/LEAN mode, regardless of which cylinder group is operating lean andwhich is operating without fuel injection, all of the exhaust gas oxygensensors and catalysts see a mixture of gases having a substantiallyinfinite air-fuel ratio from group 210B and gases having a lean air-fuelratio from group 212 b.

[0068] Referring now to FIG. 2C, a system similar to FIG. 2A is shown.However, in FIG. 2C, the cylinder groups 210 c and 212 c are distributedacross engine banks so that each bank has some cylinders in a firstgroup and some cylinders in a second group. Thus, in this example, twocylinders from group 210 c and two cylinders from group 212 c arecoupled to catalysts 220 c. Similarly, two cylinders from group 210 cand 212 c are coupled to catalysts 222 c.

[0069] In the system of FIG. 2C, when the engine is operating in theAIR/LEAN mode, all of the sensors (230 c to 240 c) and all of thecatalysts (220 c to 224 c) see a mixture of gases having a substantiallyinfinite air-fuel ratio and gases having a lean air-fuel ratio aspreviously described with particular reference to FIG. 2A.

[0070] Referring now to FIG. 2D, yet another configuration is described.In this example, the first and second cylinder groups 210 d and 212 dhave completely independent exhaust gas paths. Thus, when the engine isoperating in the AIR/LEAN mode, the cylinder group 210 d withoutinjected fuel, sensors 230 d, 232 d, and 238 d all see a gas withsubstantially infinitely lean air-fuel ratio. Alternatively, sensors 234d, 236 d, and 240 d see a lean exhaust gas mixture (other than delay andfiltering effects of catalysts 222 d and 226 d).

[0071] In general, the system of FIG. 2C is selected for a V-8 engine,where one bank of the V is coupled to catalyst 220 c and the other bankis coupled to catalyst 222 c, with the first and second cylinder groupsbeing indicated by 210 c and 212 c. However, with a V-10 engine,typically the configuration of FIG. 2A or 2D is selected. Referring nowto FIGS. 2E-2H, various fuel delivery and air/fuel modes of operationare described. These modes of operation include feedback correction tothe fuel delivered in response to one or more exhaust gas oxygen sensorscoupled to the exhaust of engine 10. These modes also include variousadaptive learning modes including: adaptively learning errors caused byeither inducting air or delivering fuel into engine 10; adaptivelylearning fuel vapor concentration of fuel vapors inducted into engine10; and adaptively learning the fuel mixture of a multi-fuel engine suchas an engine adapted to operate on a blend of fuel and alcohol.

[0072] Referring now to FIG. 2E, closed loop, or feedback, fuel controlis enabled in block 1220 when certain engine operating conditions aremet such as sufficient engine operating temperature. First, theoperation described in FIG. 2E proceeds, if not in the AIR/LEAN mode(block 1218). If in the AIR/LEAN mode, air/fuel control is provided inFIG. 5. When not in AIR/LEAN mode and when in closed loop fuel control,the desired air-fuel ratio (A/Fd) is first determined in step 1222.Desired A/Fd may be a stoichiometric air-fuel mixture to achieve lowemissions by operating essentially within the peak efficiency window ofa three-way catalyst. Desired A/Fd also may be an overall air-fuelmixture lean of stoichiometry to achieve improved fuel economy, anddesired A/Fd may be rich of stoichiometry when either acceleration isrequired or faster catalyst warm up is desired.

[0073] In block 1224, desired fuel Fd is generated from the followingequation:$\frac{{Fd} = {{MAF} \cdot {Ka}}}{{A/{Fd}} \cdot {FV}} - {VPa}$

[0074] where:

[0075] MAF is an indication of the mass airflow inducted into engine 10which may be derived from either a mass airflow meter, or from acommonly known speed density calculation responsive to an indication ofintake manifold pressure;

[0076] Ka is an adaptively learned term to correct for long term errorsin the actual air-fuel ratio such as may be caused by a faulty massairflow meter, an inaccurate fuel injector, or any other cause for errorin either airflow inducted into engine 10 or fuel injected into engine10. Regeneration of Ka is described in greater detail later herein withparticular reference to FIG. 2F;

[0077] FV is a feedback variable derived from one or more exhaust gasoxygen sensors. Its generation is described in more detail later hereinwith particular reference to FIG. 2E;

[0078] VPa is an adaptively learned correction to compensate for fuelvapors inducted into engine 10, its generation is described in greaterdetail later herein with particular reference to FIG. 2G.

[0079] Desired fuel quantity Fd is then converted to a desired fuelpulse width in block 1226 for driving those fuel injectors enabled todeliver fuel to engine 10.

[0080] Steps 1228-1240 of FIG. 2E describe in general a proportionalplus integral feedback controller for generating feedback variable FV inresponse to one or more exhaust gas sensors. Integral term Δi andproportional term Pi are determined in step 1228. Although only oneintegral and one proportional term are shown herein, different terms maybe used when making corrections in the lean direction than those termsused when making corrections in the rich direction so as to provide anoverall air-fuel bias. In step 1230, an overall output of the exhaustgas oxygen sensor designated as EGO is read and compared with desiredA/Fd. Signal EGO may be a simple two state representation of either alean air-fuel mixture or a rich air-fuel mixture. Signal EGO may also bea representation of the actual air-fuel mixture in engine 10. Further,signal EGO may be responsive to only to one exhaust gas oxygen sensorpositioned upstream of the three-way catalytic converters. And, signalEGO may be responsive to both exhaust gas oxygen sensors positionedupstream and downstream of the three-way catalytic converter.

[0081] When signal EGO is greater than desired A/Fd (block 1230), and itwas also greater than A/Fd during the previous sample, (Block 1232),feedback variable FV is decremented by integral value Δi (block 234).Stated another way, when the exhaust gases are indicated as being lean,and were also lean during the previous sample period, signal FV isdecremented to provide a rich correction to delivered fuel. Conversely,when signal EGO is greater than desired A/Fd (block 1230), but was notgreater than A/Fd (block 1232) during the previous sample, proportionalterm Pi is subtracted from feedback variable FV (block 1236). That is,when exhaust gases change from rich to lean, a rapid rich correction ismade by decrementing proportional value Pi from feedback variable FV.

[0082] On the other hand, when signal EGO is less than A/Fd (block1230), indicating exhaust gases are rich, and the exhaust gases wererich during the previous sample period (block 1238), integral term Δi isadded to feedback variable FV (block 1242). However, when exhaust gasesare rich (block 1230), but were previously lean (block 1238),proportional term Pi is added to feedback variable FV (block 1240).

[0083] It is noted that in this particular example, feedback variable FVoccurs in the denominator of the fuel delivery equation (block 1224).Accordingly, a lean air-fuel correction is made when feedback variableFV is greater than unity, and a rich correction is made when signal FVis less than unity. In other examples, a feedback variable may occur inthe numerator, so that opposite corrections would be made.

[0084] Note that various other air-fuel feedback control methods can beused, such as state-space control, nonlinear control, or others.

[0085] Referring now to FIG. 2F, a routine for adaptively learning acorrection value for air-fuel ratio errors caused by degradedcomponents, such as faulty airflow meters or faulty fuel injectors, isnow described. After it is determined that operation is not in theAIR/LEAN Mode (block 248), and adaptive learning of long-term air-fuelerrors is desired (block 1250), and closed loop fuel control is enabled(block 1252), adaptive learning of fuel vapor concentration is disabledin block 1254. The desired air-fuel ratio A/Fd is then set to thestoichiometric value in block 1258. When feedback value FV is greaterthan unity (block 1260), or other indications are given that a lean fuelcorrection is desired because engine 10 is operating too rich, adaptiveterm Ka is decremented in block 1264. That is, a lean correction todelivered fuel (see block 1224 of FIG. 2E) is provided when it isapparent that engine 10 is operating too rich and feedback air-fuelcontrol FV is continuously providing lean corrections. On the otherhand, when feedback control is indicating that rich fuel corrections arebeing provided (block 1260), adaptive term Ka is incremented in block266. That is, when feedback control is continuously providing richcorrections, adaptive term Ka is incremented to provide those richcorrections.

[0086] Referring now to FIG. 2G, adaptive learning of the concentrationof fuel vapors inducted into engine 10 is now described. As discussedpreviously herein, fuel vapors are inducted from fuel tank 160 and fuelvapor storage canister 164 into intake manifold 44 via vapor purgecontrol valve 168. In this description, the generation of adaptivecorrection value VPa is provided for correcting delivered fuel tocompensate for fuel vapors being inducted into engine 10 fuel vaporpurge is enabled, for example, when an indication of ambient temperatureexceeds a threshold, or a period of engine operation has elapsed withoutpurging, or engine temperature exceeds a threshold, or engine operationhas switched to a stoichiometric, rich or homogenous air/fuel mode.

[0087] When not in the AIR/LEAN mode (block 1268), and when fuel vaporpurge is enabled (block 1270), and adaptive learning of fuel vaporconcentration is also enabled (block 1274), and closed loop fuel controlis enabled (block 1276), adaptive learning of air-fuel errors providedby adaptive term Ka is disabled (block 1280).

[0088] At block 1282, signal FV is compared to unity to determinewhether lean or rich air-fuel rich corrections are being made. In thisparticular example, closed loop fuel control about a stoichiometricair-fuel ratio is utilized to generate feedback variable FV. Theinventor recognizes, however, that any feedback control system may beutilized at any air-fuel ratio to determine whether lean or richair-fuel corrections are being made in response to the induction of fuelvapors into engine 10. Continuing with this particular example, whenfeedback variable FV is greater than unity (block 1282), indicating thatlean air-fuel corrections are being made, vapor adaptive term VPa isincremented in block 1286. On the other hand, when feedback variable FVis less than unity, indicating that rich air-fuel corrections are beingmade, adaptively learned vapor concentration term VPa is decremented inblock 1290.

[0089] In accordance with the above described operation with referenceto FIG. 2G, adaptive term VPa adaptively learns the vapor concentrationof inducted fuel vapors and this adaptive term is used to correctdelivered fuel in, for example, block 1224 of FIG. 2E.

[0090] Referring now to FIG. 2H, a description of adaptively learningthe fuel blend mixture is now provided. For example, engine 10 mayoperate on an unknown mixture of gasoline and an alcohol such asmethanol. The adaptive learning routine that will now be describedprovides an indication of the actual fuel blend being used. Again, thisadaptive learning is responsive to one or more exhaust gas oxygensensors.

[0091] When not in the AIR/LEAN mode, and when the fuel level of fueltank has changed (block 1290), and engine 10 is operating in closed loopfuel control mode (block 1292), adaptive learning of air-fuel error byadaptive term Ka, and adaptive learning of fuel vapor concentration byadaptive term VPa is disabled in block 1294. Feedback variable FV isdetermined in block 1296 as previously described with particularreference to FIG. 2E. In response to feedback variable FV, the overallengine air-fuel ratio is determined and, accordingly, the fuel blendmixture is inferred (block 1298). Stated another way, the stoichiometricair-fuel mixture of any fuel blend is known. And, it is also known thatfeedback variable FV provides an indication of engine air-fuel ratio.For example, feedback variable FV provides an indication of astoichiometric air-fuel ratio for pure gasoline when FV is equal tounity. When FV is equal to 1.1, for example, the overall engine air-fuelratio would be 10% leaner than the stoichiometric air-fuel ratio forgasoline. Accordingly, the fuel blend is easily inferred from feedbackvariable FV in block 298.

[0092] Referring now to FIG. 3A, a routine is described for controllingengine output and transitioning between engine operating modes. First,in step 310, the routine determines a desired engine output. In thisparticular example, the desired engine output is a desired engine braketorque. Note that there are various methods for determining the desiredengine output torque, such as based on a desired wheel torque and gearratio, based on a pedal position and engine speed, based on a pedalposition and vehicle speed and gear ratio, or various other methods.Also note that various other desired engine output values could be usedother than engine torque, such as: engine power or engine acceleration.

[0093] Next, in step 312, the routine makes a determination as towhether at the current conditions the desired engine output is within apredetermined range. In this particular example, the routine determineswhether the desired engine output is less than a predetermined engineoutput torque and whether current engine speed is within a predeterminedspeed range. Note that various other conditions can be used in thisdetermination, such as: engine temperature, catalyst temperature,transition mode, transition gear ratio, and others. In other words, theroutine determines in step 312 which engine operating mode is desiredbased on the desired engine output and current operating conditions. Forexample, there may be conditions where based on a desired engine outputtorque and engine speed, it is possible to operate with less than allthe cylinders firing, however, due to other needs such as purging fuelvapors or providing manifold vacuum, it is desired to operate with allcylinders firing. In other words, if manifold vacuum falls below apredetermined value, the engine is transitioned to operating with allcylinders combusting injected fuel. Alternatively, the transition can becalled if pressure in the brake booster is below a predetermined value.

[0094] On the other hand, operation in the AIR/LEAN mode is permittedduring fuel vapor purge if temperature of the catalyst is sufficient tooxidize the purged vapors which will pass through the non-combustingcylinders.

[0095] Continuing with FIG. 3A, when the answer to step 312 is yes, theroutine determines in step 314 as to whether all cylinders are currentlyoperating. When answer to step 314 is yes, a transition is scheduled totransition from firing all cylinders to disabling some cylinders andoperating the remaining cylinders at a leaner air-fuel ratio than whenall the cylinders were firing. The number of cylinders disabled is basedon the desired engine output. The transition of step 316, in oneexample, opens the throttle valve and increases fuel to the firingcylinders while disabling fuel to some of the cylinders. Thus, theengine transitions from performing combustion in all of the cylinders tooperating in the hereinafter referred to AIR/LEAN MODE. In other words,to provide a smooth transition in engine torque, the fuel to theremaining cylinders is rapidly increased while at the same time thethrottle valve is opened. In this way, it is possible to operate withsome cylinders performing combustion at an air/fuel ratio leaner than ifall of the cylinders were firing. Further, those remaining cylindersperforming combustion operate at a higher engine load per cylinder thanif all the cylinders were firing. In this way, a greater air-fuel leanlimit is provided thus allowing the engine to operate leaner and obtainadditional fuel economy.

[0096] Next, in step 318, the routine determines an estimate of actualengine output based on the number of cylinders combusting air and fuel.In this particular example, the routine determines an estimate of engineoutput torque. This estimate is based on various parameters, such as:engine speed, engine airflow, engine fuel injection amount, ignitiontiming and engine temperature.

[0097] Next, in step 320, the routine adjusts the fuel injection amountto the operating cylinders so that the determined engine outputapproaches the desired engine output. In other words, feedback controlof engine output torque is provided by adjusting fuel injection amountto the subset of cylinders that are carrying out combustion.

[0098] In this way, according to the present invention, it is possibleto provide rapid torque control by changing fuel injection amount duringlean combustion of less than all of the engine cylinders. The firingcylinders thereby operate at a higher load per cylinder resulting in anincreased air-fuel operating range. Additional air is added to thecylinders so that the engine can operate at this higher air-fuel ratiothereby providing improved thermal efficiency. As an added effect, theopening of the throttle to provide the additional air reduces enginepumping work, further providing an increase in fuel economy. As such,engine efficiency and fuel economy can be significantly improvedaccording to the present invention.

[0099] Returning to step 312 when the answer is no, the routinecontinues to step 322 where a determination is made as to whether allcylinders are currently firing. When the answer to step 322 is no, theroutine continues to step 324 where a transition is made from operatingsome of the cylinders to operating all of the cylinders. In particular,the throttle valve is closed and fuel injection to the already firingcylinders is decreased at the same time as fuel is added to thecylinders that were previously not combusting in air-fuel mixture. Then,in step 326, the routine determines an estimate of engine output in afashion similar to step 318. However, in step 326, the routine presumesthat all cylinders are producing engine torque rather than in step 318where the routine discounted the engine output based on the number ofcylinders not producing engine output.

[0100] Finally, in step 328, the routine adjusts at least one of thefuel injection amount or the air to all the cylinders so that thedetermined engine output approaches a desired engine output. Forexample, when operating at stoichiometry, the routine can adjust theelectronic throttle to control engine torque, and the fuel injectionamount is adjusted to maintain the average air-fuel ratio at the desiredstoichiometric value. Alternatively, if all the cylinders are operatinglean of stoichiometry, the fuel injection amount to the cylinders can beadjusted to control engine torque while the throttle can be adjusted tocontrol engine airflow and thus the air-fuel ratio to a desired leanair-fuel ratio. During rich operation of all the cylinders, the throttleis adjusted to control engine output torque and the fuel injectionamount can be adjusted to control the rich air-fuel ratio to the desiredair-fuel ratio.

[0101]FIG. 3A shows one example of engine mode scheduling and control.Various others can be used as is now described.

[0102] In particular, referring now to FIG. 3B, a graph is shownillustrating engine output versus engine speed. In this particulardescription, engine output is indicated by engine torque, but variousother parameters could be used, such as, for example: wheel torque,engine power, engine load, or others. The graph shows the maximumavailable torque that can be produced in each of four operating modes.Note that a percentage of available torque, or other suitableparameters, could be used in place of maximum available torque. The fouroperating modes in this embodiment include:

[0103] Operating some cylinders lean of stoichiometry and remainingcylinders with air pumping through and substantially no injected fuel(note: the throttle can be substantially open during this mode),illustrated as line 33 ba in the example presented in FIG. 3B;

[0104] Operating some cylinders at stoichiometry, and the remainingcylinders pumping air with substantially no injected fuel (note: thethrottle can be substantially open during this mode), shown as line 334a in the example presented in FIG. 3B;

[0105] Operating all cylinders lean of stoichiometry (note: the throttlecan be substantially open during this mode, shown as line 332 a in theexample presented in FIG. 3B;

[0106] Operating all cylinders substantially at stoichiometry formaximum available engine torque, shown as line 330 a in the examplepresented in FIG. 3B.

[0107] Described above is one exemplary embodiment according to thepresent invention where an 8-cylinder engine is used and the cylindergroups are broken into two equal groups. However, various otherconfigurations can be used according to the present invention. Inparticular, engines of various cylinder numbers can be used, and thecylinder groups can be broken down into unequal groups as well asfurther broken down to allow for additional operating modes. For theexample presented in FIG. 3B in which a V-8 engine is used, lines 336 ashows operation with 4 cylinders operating with air and substantially nofuel, lines 334 a shows operation with four cylinders operating atstoichiometry and four cylinders operating with air, line 332 a shows 8cylinders operating lean, and line 33 a shows 8 cylinders operating atstoichiometry.

[0108] The above described graph illustrates the range of availabletorques in each of the described modes. In particular, for any of thedescribed modes, the available engine output torque is any torque lessthan the maximum amount illustrated by the graph. Also note that in anymode where the overall mixture air-fuel ratio is lean of stoichiometry,the engine can periodically switch to operating all of the cylindersstoichiometric or rich. This is done to reduce the stored oxidants(e.g., NOx) in the emission control device(s). For example, thistransition can be triggered based on the amount of stored NOx in theemission control device(s), or the amount of NOx exiting the emissioncontrol device(s), or the amount of NOx in the tailpipe per distancetraveled (mile) of the vehicle.

[0109] To illustrate operation among these various modes, severalexamples of operation are described. The following are simply exemplarydescriptions of many that can be made, and are not the only modes ofoperation according to the present invention. As a first example,consider operation of the engine along trajectory A. In this case, theengine initially is operating with four cylinders lean of stoichiometry,and four cylinders pumping air with substantially no injected fuel.Then, in response to operating conditions, it is desired to changeengine operation along trajectory A. In this case, it is desired tochange engine operation to operating with four cylinders operating atsubstantially stoichiometric combustion, and four cylinders pumping airwith substantially no injected fuel. In this case, additional fuel isadded to the combusting cylinders to decrease air-fuel ratio towardstoichiometry, and correspondingly increase engine torque.

[0110] As a second example, consider trajectory labeled B. In this case,the engine begins by operating with four cylinders combusting atsubstantially stoichiometry, and the remaining four cylinders pumpingair with substantially no injected fuel. Then, in response to operatingconditions, engine speed changes and is desired to increase enginetorque. In response to this, all cylinders are enabled to combust airand fuel at a lean air-fuel ratio. In this way, it is possible toincrease engine output, while providing lean operation.

[0111] As a third example, consider the trajectory labeled C. In thisexample, the engine is operating with all cylinders combusting atsubstantially stoichiometry. In response to a decrease in desired enginetorque, four cylinders are disabled to provide the engine output.

[0112] Continuing with FIG. 3B, and lines 330-336 in particular, anillustration of the engine output, or torque, operation for each of thefour exemplary modes is now described. For example, at engine speed Ni,line 330 shows the available engine output or torque output that isavailable when operating in the 8-cylinder stoichiometric mode. Asanother example, line 332 indicates the available engine output ortorque output available when operating in the 8-cylinder lean mode atengine speed N2. When operating in the 4-cylinder stoichiometric and4-cylinder air mode, line 334 shows the available engine output ortorque output available when operating at engine speed N3. And, finally,when operating in the 4-cylinder lean, 4-cylinder air mode, line 336indicates the available engine or torque output when operating at enginespeed N4.

[0113] Referring now to FIG. 3C, an alternative routine to FIG. 3A isdescribed for selecting the engine mode. In this particular example, theroutine refers to selecting between 4-cylinder and 8-cylindercombustion, and between lean and stoichiometric combustion. However, theroutine can be easily adjusted for various other combinations andnumbers of cylinders. Continuing with FIG. 3C, in step 340, the routinedetermines whether the scheduled/requested torque (TQ_SCHED) is lessthan the available torque in the 4-cylinder stoichiometric mode wherefour cylinders are combusting at substantially stoichiometry, and theremaining four cylinders are pumping air with substantially no injectedfuel. Note that engine torque is utilized as just one example accordingto the present invention. Various other methods could be used such ascomparing wheel torque, engine power, wheel power, load, or variousothers. Further, an adjustment factor (TQ_LO_FR) is used to adjust themaximum available torque in the 4-cylinder stoichiometric mode to leaveextra control authority.

[0114] When the answer to step 340 is yes, the routine continues to step342 where torque modulation is requested by setting the flag(INJ_CUTOUT_FLG) is set to 1. In other words, when the answer to step340 is yes, the routine determines that the desired mode is to have fourcylinders combusting and four cylinders flowing air with substantiallyno injected fuel. Further, in step 342, the routine calls for thetransition routine (see FIG. 3D). Next in step 343, the injectors arecut out in four of the cylinders. Then, in step 344, the routinedetermines whether the requested torque is less than the maximumavailable torque that can be provided in the mode where four cylindersare operated lean of stoichiometry, and four cylinders flow air withsubstantially no injected fuel. In other words, the parameter TQ_SCHEDis compared to parameter (TQ_MAX_(—)4L×TQ_LO_FR). When the answer tostep 344 is yes, this indicates that lean operation is available and theroutine continues to step 346. In step 346, the desired air-fuel ratio(LAMBSE, which also corresponds to A/Fd) is set to a lean air-fuel ratiodetermined based on engine speed and engine load (LEAN_LAMBSE).

[0115] When the answer to step 344 is no, the routine continues to step348 where the desired air-fuel ratio is set to a stoichiometric value.Thus, according to this example embodiment of the present invention, itis possible to select between the four cylinder lean and the fourcylinder stoichiometric mode when it is possible to operate in a fourcylinder mode.

[0116] When the answer to step 340 is no, the routine continues to step350. In step 350, the routine determines whether the flag(INJ_CUTOUT_FLG) is equal to 1. In other words, when the currentconditions indicate that the engine is operating in the four cylindermode, the answer to step 350 is yes. When the answer to step 350 is yes,the routine calls a transition routine described later in FIG. 3E andsets the flag to 0. Then, the routine continues to step 354 where theroutine determines whether the requested torque is less than the maximumavailable torque in the 8-cylinder lean mode (TQ_MAX_(—)8L). When theanswer to step 354 is yes, the routine continues to step 356. In otherwords, when it is possible to meet the current engine torque request in8-cylinder lean mode, then the desired air-fuel ratio (LAMBSE) is set toa desired lean air-fuel ratio based on engine speed and load in step356.

[0117] Continuing with FIG. 3C, when the answer to step 354 is no, thenthe engine is operated in the 8-cylinder stoichiometric mode, and thedesired engine air-fuel ratio (LAMBSE) is set to a stoichiometric valueis step 358.

[0118] Referring now to FIG. 3D(1), an example of engine operation intransitioning from an 8-cylinder mode to a 4-cylinder mode is described.The graph 3D(1)a illustrates the timing of the change in the cylindermode from eight cylinders to four cylinders. Graph 3D(1)b illustratesthe change in throttle position. Graph 3D(1)e illustrates the change inignition timing (spark retard). Graph 3D(1)2 illustrates engine torque.In this example, the graphs show how, as throttle position is graduallyincreased, ignition timing is retarded in an amount so that enginetorque stays substantially constant. While the graph illustratesstraight lines, this is an idealized version of actual engine operation,which of course, will show some variation. Also note that the throttleposition and ignition timing movements described previously occur beforethe transition. Once the throttle position and ignition timing reachpredetermined values, the cylinder mode is changed and at this point,ignition timing is returned to optimal (MBT) timing. In this way, theengine cylinder mode transition is achieved with substantially no effecton engine torque variation.

[0119] Referring now to FIG. 3D(2), a routine is described fortransitioning from 8-cylinder mode to 4-cylinder mode. In step 360, theroutine determines whether the engine is currently operating in the8-cylinder mode. When the answer to step 360 is yes, the routinecontinues to step 362. In step 362, the routine determines whetherconditions indicate the availability of four cylinder operation asdescribed previously herein in particular reference to FIG. 3C. Whilethe answer to step 362 is yes, the routine increments a timer(IC_ENA_TMR). Then, in step 366, the routine determines whether thetimer is less than a preselected time (IC_ENA_TIM). This time can beadjusted to different predetermined times based on engine operatingconditions. In one particular example, the time can be set to a constantvalue of one second. Alternatively, the time can be adjusted dependingon whether the driver is tipping in or tipping out.

[0120] Continuing with FIG. 3D(2), when the answer to step 366 is yes,the routine continues to step 368. In step 368, the routine calculates atorque ratio (TQ_ratio), spark_retard, and relative throttle position(TP_REL). In particular, a torque ratio is calculated based on thenumber of cylinders being disabled (in this case four) to the totalnumber of cylinders (in this case eight), and the current timer valueand timer limit value (IC_ENA_TIM). Further, the spark retard iscalculated as a function of the torque ratio. Finally, the relativethrottle position is calculated as a function of the torque ratio.Alternatively, when the answer to step 366 is no, the routine continuesto step 370. In step 370, the routine operates in the four cylinder modeand sets the spark retard to zero.

[0121] Note that the difference in the times t1 and t2 in FIG. 3D(1)correspond to the timer value limit (IC_ENA_TIM).

[0122] Referring now to FIG. 3D(3), graphs 3D(3)a 3D(3)d illustratetransitions from the 4-cylinder mode to the 8-cylinder mode. In thiscase, at time t, the ignition timing and the number of cylinders ischanged. Then, from time t1 to time t2 (which corresponds to the timerlimit value) the throttle position and the ignition timing are ramped,or gradually adjusted, to approach optimal ignition timing whilemaintaining engine torque substantially constant. Also note that threedifferent responses are provided at three different transition times asset by parameter (IC_ENA_TIM). Further, in the first two responses aslabeled by a and b the driver is, for example, only requesting a slightgradual increase in engine torque. However, in situation c, the driveris requesting a rapid increase in engine torque. In these cases, thegraphs illustrate the adjustment in throttle position and ignitiontiming and the change in the number of cylinders, as well as thecorresponding engine output.

[0123] Referring now to FIG. 3E, the routine describes the transitionfrom four cylinders to the 8-cylinder mode. First, in step 372, theroutine determines whether the engine is currently operating in the fourcylinder mode. When the answer to step 372 is yes, the routine continuesto step 374, where it is determined whether it is required to operate inthe 8-cylinder mode as described above herein with particular referenceto FIG. 3C. When the answer to step 374 is yes, the routine continues tostep 376. In step 376, the routine increments the timer (IC_DIS_TMR) andenables all cylinders. Then, in step 378, the routine determines whetherthe timer value is less than or equal to the limit time (IC_DIS_TIM). Asdescribed above herein, this timer limit is adjusted to achievedifferent engine responses. When the answer to step 378 is yes, theroutine continues to step 380 where the torque ratio, spark retard andrelative throttle position are calculated as shown.

[0124] Referring now to FIG. 4A, a routine for controlling engine idlespeed is described. First, in step 410 a, a determination is made as towhether idle speed control is required. In particular, the routinedetermines whether engine speed is within a predetermined idle speedcontrol range, whether the pedal position is depressed less than apredetermined amount, whether vehicle speed is less than a predeterminedvalue, and other indications that idle speed control is required. Whenthe answer to step 410 a is yes, the routine determines a desired enginespeed in step 412 a. This desired engine speed is based on variousfactors, such as: engine coolant temperature, time since engine start,position of the gear selector (for example, a higher engine speed isusually set when the transmission is in neutral compared with in drive),and accessory status such as air-conditioning, and catalyst temperature.In particular, desired engine speed may be increased to provideadditional heat to increase temperature of the catalyst during enginewarm up conditions.

[0125] Then, in step 414 a, the routine determines actual engine speed.There are various methods for determining actual engine speed. Forexample, engine speed can be measured from an engine speed sensorcoupled to the engine crankshaft. Alternatively, engine speed can beestimated based on other sensors, such as a camshaft position sensor andtime. Then, in step 416 a, the routine calculates a control action basedon the determined desired speed and measured engine speed. For example,a feed forward plus feed back proportional/integral controller can beused. Alternatively, various other control algorithms can be used sothat the actual engine speed approaches the desired speed.

[0126] Next, in step 418 a, the routine determines whether the engine iscurrently operating in the AIR/LEAN mode. When the answer to step 418 ais no, the routine continues to step 420 a.

[0127] Referring now to step 420 a, a determination is made as towhether the engine should transition to a mode with some cylindersoperating lean and other cylinders operating without injected fuel,referred to as AIR/LEAN mode. This determination can be made based onvarious factors. For example, various conditions may be occurring whereit is desired to remain with all cylinders operating such as, forexample: fuel vapor purging, adaptive air/fuel ratio learning, a requestfor higher engine output by the driver, operating all cylinders rich torelease and reduce oxidants stored in the emission control device, toincrease exhaust and catalyst temperature to remove contaminants such assulfur, operating to increase or maintain exhaust gas temperature tocontrol any emission control device to a desired temperature or to loweremission control device temperature due to over-temperature condition.In addition, the above-described conditions may occur not only when allthe cylinders are operating or all the cylinders are operating at thesame air/fuel ratio, but also under other operating conditions such as:some cylinders operating at stoichiometry and others operating rich,some cylinders operating without fuel and just air, and other cylindersoperating rich, or conditions where some cylinders are operating at afirst air/fuel ratio and other cylinders are operating at a seconddifferent air/fuel ratio. In any event, these conditions may requiretransitions out of, or prevent operation in, the AIR/LEAN operatingmode.

[0128] Referring now to step 422 a of FIG. 4A, a parameter other thanfuel to the second cylinder group is adjusted to control engine outputand thereby control engine speed. For example, if the engine isoperating with all of the cylinder groups lean, then the fuel injectedto all of the cylinder groups is adjusted based on the determinedcontrol action. Alternatively, if the engine is operating in astoichiometric mode with all of the cylinders operating atstoichiometry, then engine output and thereby engine speed is adjustedby adjusting the throttle or an air bypass valve. Further, in thestoichiometric mode, the stoichiometric air/fuel ratio of all thecylinders is adjusted by individually adjusting the fuel injected to thecylinders based on the desired air/fuel ratio and the measured air/fuelratio from the exhaust gas oxygen sensor in the exhaust path.

[0129] Thus, according to the present invention, when operating in theAIR/LEAN mode, idle speed control is accomplished by adjusting fuel tothe cylinders that are combusting air and fuel and the remainingcylinders are operated without fuel and only air. Note, that the fueladjustment can be achieved by changing the engine air-fuel ratio via achange in combusted fuel-either injected or inducted in vapor form.However, when this AIR/LEAN mode is not employed, idle speed control isaccomplished in one of the following or other various manners: adjustingairflow and operating at stoichiometry with retarded ignition timing,operating some cylinders at a first air/fuel ratio and other cylindersat a second air/fuel ratio and adjusting at least one of air or fuel tothe cylinders, adjusting an idle bypass valve based on speed error, orvarious others.

[0130] When the answer to step 420 a is yes, the routine continues tostep 424 a and the engine is transitioned from operating all thecylinders to operating in the AIR/LEAN mode with some of the cylindersoperating lean and other cylinders operating without injected fuel. (seetransitioning routines below).

[0131] From step 424 a or when the answer to step 418 a is yes, theroutine continues to step 426 a and idle speed is controlled whileoperating in the AIR/LEAN mode. Referring now to step 426 a of FIG. 4a,the fuel provided to the cylinder group combusting an air/fuel mixtureis adjusted based on the determined control action. Thus, the engineidle speed is controlled by adjusting fuel to less than all of thecylinder groups and operating with some cylinders having no injectedfuel. Further, if it is desired to control the air/fuel ratio of thecombusting cylinders, or the overall air/fuel ratio of the mixture ofpure air and combusted air and fuel, based on, for example, an exhaustgas oxygen sensor, then the throttle is adjusted based on the desiredair/fuel ratio and the measured air/fuel ratio. In this way, fuel to thecombusting cylinders is adjusted to adjust engine output, while air/fuelratio is controlled by adjusting airflow. Note, in this way, thethrottle can be used to keep the air-fuel ratio of the combustingcylinders within a preselected range to provide good combustibility andreduced pumping work.

[0132] Thus, according to the present invention, when operating in theAIR/LEAN mode, fuel injected to the cylinders combusting a lean air-fuelmixture is adjusted so that actual engine speed approaches a desiredengine speed, while some of the cylinders operate without injected fuel.Alternatively, when the engine is not operating in the AIR/LEAN mode, atleast one of the air and fuel provided all the cylinders is adjusted tocontrol engine speed to approach the desired engine speed.

[0133] The above description of FIG. 4a referred to the embodiment foridle speed control. However, this is simply one embodiment according tothe present invention. FIGS. 4b through 4 d refer to additionalalternate embodiments.

[0134] Referring now to FIG. 4B, an embodiment directed to cruisecontrol (vehicle speed control) is described. In particular, the routineof FIG. 4B is similar to that of FIG. 4A except for blocks 410 b through416 b. In particular, in step 410 b, a determination is made as towhether cruise control mode is selected. When the answer to step 410 bis yes, the routine continues to step 412 b, where a desired vehiclespeed is determined. In step 412 b, various methods are available forselecting the desired vehicle speed. For example, this may be a vehiclespeed set directly by the vehicle driver. Alternatively, it could be adesired vehicle speed to give a desired vehicle acceleration ordeceleration requested by the vehicle driver via steering wheelcontrols. Next, in step 414 b, the routine calculates/estimates actualvehicle speed. This actual vehicle speed can be calculated/estimated invarious methods, such as, for example: based on vehicle speed sensors,based on engine speed and a gear ratio, based on a global positioningsystem, or various other methods. Next, in step 416 b, the routinecalculates a control action based on the desired and actual vehiclespeed. As described above, various control methods can be used, such as,for example: a PID controller, a feed-forward controller, or variousothers.

[0135] Referring now to FIG. 4C, another alternate embodiment isdescribed for controlling engine, or wheel, torque during the AIR/LEANmode. Again, FIG. 4c is similar to FIGS. 4A and B, except for steps 410c through 416 c. First, in step 410 c, the routine determines whethertorque control is selected. When the answer to step 410 c is yes, theroutine continues to step 412 c. In step 412 c, the routine determines adesired torque (either an engine torque, wheel torque, or another torquevalue). In particular, this desired torque value can be based on variousparameters, such as, for example: a driver request (pedal position), adesired engine speed, a desired vehicle speed, a desired wheel slip, orvarious other parameters. As such, this torque control routine can beused to accomplish idle speed control, cruise control, driver control,as well as traction control.

[0136] Next, in step 414 c, the routine calculates/estimates actualtorque. This can be accomplished via a torque sensor, or based on otherengine operating parameters, such as engine speed, engine airflow, andfuel injection, and others. Then, in step 416 c, the routine calculatescontrol action based on the desired and actual torque. As above, variouscontrol methodologies can be used, such as a PID controller.

[0137] Finally, in FIG. 4D, another embodiment is described which isdirected to traction control. In step 410 d, the routine determineswhether traction control is activated. When the answer to step 410 d isyes, the routine continues to step 412 d, where the routine determines awheel slip limit. This limit represents the maximum allowed wheel slipbetween driving and driven wheels that is tolerated. Then, in step 414d, the routine calculates/estimates actual wheel slip based on, forexample, wheel speed sensors on the driving and driven wheels. Then, instep 416 d, the routine continues to calculate a control action based onthe limit wheel slip and the calculated/estimated wheel slip. As above,with regard to FIGS. 4A through 4C, steps 418 d through 426 d aresimilar to steps 418 a through 426 a.

[0138] Referring now to FIG. 5, a routine is described for controllingengine air-fuel ratio according to the present invention. First, in step510, a determination is made as to whether the engine is operating inopen loop or closed loop air-fuel ratio control. In particular, in oneexample, open loop air-fuel ratio operation is performed during enginestart up until the exhaust gas oxygen sensors have reached theiroperating temperature. Also, open loop air-fuel ratio control may berequired when operating away from stoichiometry in the case where theexhaust gas oxygen sensors are switching type exhaust gas oxygen sensorsthat provide a switch and sensor output at the stoichiometric point.When the engine is operating in the open loop air-fuel ratio controlmode, the routine simply ends. Otherwise, when operating in the closedloop mode, the routine continues to step 512, where all of the exhaustgas oxygen sensors coupled to the engine exhaust are read. Also notethat operation in the AIR/LEAN operating mode may be prohibited whenconditions are such that open loop control is required. However, it isalso possible to provide the AIR/LEAN mode in the open loop mode.

[0139] Next, in step 514, a determination is made as to whether theengine is operating in the AIR/LEAN mode. When the answer to step 514 isyes, the routine continues to step 516. In step 516, a determination ismade, for each sensor, as to whether the sensor is exposed to a mixtureof air and combusted fuel (i.e., whether the sensor sees a mixture ofgases from a first cylinder group with substantially no fuel injectionand gases from a second combustion chamber group performing combustionof an air and fuel mixture). When the answer to step 516 is no, then itis not necessary to take into account the mixture of pure air andcombusted gases in utilizing information from the sensor. As such, theroutine can continue to step 522 where air/fuel control is provided asshown in FIG. 2E and the corresponding written description.Alternatively, if the answer to step 516 is yes, the routine continuesto step 518. As such, if the sensor is exposed to a mixture of air andcombusted air and fuel, the routine continues to step 518.

[0140] In step 518, a determination is made as to whether the sensor isused to control air-fuel ratio of cylinders combusting an air and fuelmixture. In other words, a sensor such as 230B for example, can beexposed through a mixture of air and combusted air and fuel and still beused to control air-fuel ratio of the combusting cylinder group, in thisexample 212B. When the answer to step 518 is no, the routine continuesto step 522 as described below herein. Alternatively, when the answer tostep 518 is yes, the routine continues to step 520. In step 520, theroutine corrects the combustion air fuel mixture for the sensor readingby adjusting one of air or fuel or both provided to the combustingcylinders based on the number of cylinders combusting the mixture andthe number of cylinders operating without substantial fuel injection,thereby taking into account the mixture of pure air and combusted gases.Stated another way, the routine corrects for the sensor offset caused bypure air from the combustion group (for example 210B) that has inductedair, but no injected fuel. In addition, the routine can take intoaccount recycled exhaust gas in the exhaust passage and intake passageif present. For example, if operating with the configuration of FIG.2(C), the upstream sensors see a mixture of air and combusted gasses. Assuch, the raw sensor reading does not correspond to the air-fuel ratioof the combusted gasses. According to the present invention, this erroris compensated in various ways.

[0141] In one particular example, the air-fuel ratio of the combustingcylinders can be determined from the sensor reading as shown below. Inthis example, an assumption of perfect mixing in the exhaust gas ismade. Further, it is assumed that the cylinders combusting air-fuelmixture all are combusting substantially the same air-fuel ratio. Inthis example, the sensor reading(s) is provided in terms of a relativeair-fuel ratio through stoichiometry. For gasoline, this ratio isapproximately 14.6. The air per cylinder for cylinders without injectedfuel is denoted as a_(A). Similarly, the air per cylinder for combustingcylinders is denoted as a_(C), while the fuel injected per cylinder forthe combustion cylinders is denoted as s_(C). The number of cylinderswithout fuel injected is denoted as Na, while the number of cylinderscombusting an air fuel mixture is denoted as N_(C). The general equationto relate these parameters is: $\begin{matrix}{{S \cdot 14.6} = \frac{{N_{A} \cdot a_{A}} + {N_{C} \cdot a_{C}}}{N_{C} \cdot f_{C}}} & {{Equation}\quad 1}\end{matrix}$

[0142] Assuming that the air provided to each combustion chamber groupis substantially the same, then the air to fuel ratio of the combustioncylinders can be found from multiplying the sensor reading by 14.6 andthe number of cylinders combusting an air-fuel mixture divided by thetotal number of cylinders. In the simple case where equal number ofcylinders operate with and without fuel, the sensor simply indicatestwice the combustion air-fuel ratio.

[0143] In this way, it is possible to utilize the sensor reading that iscorrupted by air from the cylinders without fuel injection. In thisexample, the sensor reading was modified to obtain an estimate of theair fuel ratio combusted in the combustion cylinders. Then this adjustedsensor reading can be used with a feedback control to control thecylinder air-fuel ratio of the combustion cylinders to a desiredair-fuel ratio taking into account the air affecting the sensor outputfrom the cylinders without fuel injection.

[0144] In an alternative embodiment to the present invention, thedesired air-fuel ratio can be adjusted to account for the air affectingthe sensor output from the cylinders without fuel injection. In thisalternative embodiment, the sensor reading is not adjusted directly,rather the desired air-fuel ratio is adjusted accordingly. In this wayit is possible to control the actual air-fuel ratio in the cylinderscombusting an air-fuel mixture to a desired air-fuel ratio despite theeffect of the air from the cylinders without fuel injection on thesensor output.

[0145] In a similar manner, it is possible to account for the recycledexhaust gas. In other words, when operating lean, there is excess air inthe recycled exhaust gas that enters the engine unmeasured by the airmeter (air flow sensor 100). The amount of excess air in the EGR gasses(Am_egr) can be calculated from the equation below, using the measuredair mass from sensor 100 (am, in lbs/min), the EGR rate, or percent,(egrate), and the desired relative air-fuel ratio to stoichiometry(lambse):

am _(—) egr=am*(egrate/(1−egrate))*(lambse−1)

[0146] Where egrate=100*desem/(am+desem), where desem is the mass of EGRin lbs/min.

[0147] Thus, the corrected air mass would be am+am_egr.

[0148] In this way, it is possible to determine the actual air enteringthe engine cylinder so that air-fuel ratio can be controlled moreaccurately.

[0149] In other words, if operating in open loop fuel control, theexcess air added through the EGR will operate the cylinder leaner thanrequested and could cause lean engine mis-fires if not accounted for.Similarly, if operating in closed loop fuel control, the controller mayadjust the desired air-fuel ratio such that more fuel is added to makethe overall air-fuel ratio match the requested value. This may causeengine output to be off proportional to the value am₁₃ egr. The solutionto these is to, for example, adjust the requested air mass by reducingthe requested airflow from the electronically controlled throttle by anamount of am_egr so as to maintain the engine output and air-fuel ratio.

[0150] Note that in some of the above corrections, the adjustments madeto compensate for the uncombusted air in some cylinders requires anestimate of airflow in the cylinders. However, this estimate may havesome error (for example, if based on an airflow sensor, there may be asmuch as 5% error, or more). Thus, the inventors have developed anothermethod for determining air-fuel ratio of the combusted mixture. Inparticular, using temperature sensor coupled to an emission controldevice (e.g., 220 c), it is possible to detect when the operatingcylinders have transitioned through the stoichiometric point. In otherwords, when operating the combusting cylinders lean, and other cylinderswith substantially no injected fuel, there will be almost no exothermicreaction across the catalyst since only excess oxygen is present (andalmost no reductants are present since no cylinders are operating rich).As such, catalyst temperature will be at an expected value for currentoperating conditions. However, if the operating cylinders transition toslightly rich of stoichiometry, the rich gasses can react with theexcess oxygen across the catalyst, thereby generating heat. This heatcan raise catalyst temperature beyond that expected and thus it ispossible to detect the combustion air-fuel ratio from the temperaturesensor. This correction can be used with the above described methods forcorrecting the air-fuel ratio reading so that accurate air-fuel ratiofeedback control can be accomplished when operating some cylinders withsubstantially no injected fuel.

[0151] Continuing with FIG. 5, in step 522, the air-fuel ratio of thecylinders carrying out a combustion is corrected based on the output ofthe sensors read in step 512. In this case, since the engine is notoperating in the AIR/LEAN mode, it is generally unnecessary to correctthe sensor outputs since generally the cylinders are all operating atsubstantially the same air-fuel ratio. A more detailed description ofthis feedback control is provided in FIG. 2E and the related writtendescription. Note that in one particular example, according to thepresent invention, the air-fuel ratio of the cylinders combusting anair-fuel mixture when operating in the AIR/LEAN mode is controlled bycontrolling airflow entering the engine (see step 520). In this way, itis possible to control engine output by adjusting the fuel injection tothe combusting cylinders, while controlling the air-fuel ratio bychanging the air amounts provided to all of the cylinders.Alternatively, when engine 10 is not operating in the AIR/LEAN mode (seestep 522). The air-fuel ratio of all of the cylinders is controlled to adesired air-fuel ratio by changing the fuel injection amount, while thetorque output of the engine is adjusted by adjusting airflow to all ofthe cylinders.

[0152] Referring now to FIG. 6, a routine is described for determiningdegradation of exhaust gas oxygen sensors as well as controllingenablement of adaptive learning based on the exhaust gas oxygen sensors.

[0153] First, in step 610, the routine determines whether the engine isoperating in the AIR/LEAN mode. When the answer to step 610 is yes, theroutine continues to step 612 where a determination is made as towhether a sensor is exposed to a mixture of air and air plus combustedgases. When the answer to step 612 is no, the routine determines whetherthe sensor is exposed to pure air in step 614. When the answer to step614 is yes, the routine performs diagnostics of the sensor according tothe third method of the present invention (described later herein) anddisables adaptive learning (see FIG. 7). In other words, when a sensoris exposed only to a cylinder group that inducts air with substantiallyno injected fuel, then sensor diagnostics according to the third methodof the present invention are used, and adaptive learning of fueling andairflow errors is disabled.

[0154] Alternatively, when the answer to step 612 is yes, the routinecontinues to step 618. In step 618, the routine performs diagnostics andlearning according to the first method of the present inventiondescribed later herein.

[0155] When the answer to step 614 is no, the routine continues to step620 and performs diagnostics and adaptive learning according to thesecond method of the present invention (see FIG. 8).

[0156] When the answer to step 610 is no, the routine determines in step622 whether the engine is operating substantially near stoichiometry.When the answer to step 622 is yes, the routine enables adaptivelearning from the exhaust gas sensor in step 624. In other words, whenall cylinders are combusting air and fuel, and the engine is operatingnear stoichiometry, adaptive learning from the exhaust gas oxygensensors is enabled. A more detailed description of adaptive learning isprovided in FIG. 2F and the corresponding written description.

[0157] Then, in step 626, the routine enables stoichiometric diagnosticsfor the sensors and catalyst.

[0158] Referring now to FIG. 7, the third adaptive/diagnostic methodaccording to the present invention (see step 616 of FIG. 6) isdescribed. First, in step 710, the routine determines whether the enginehas been in the AIR/LEAN mode for a predetermined duration. This can bea predetermined time duration, a predetermined number of enginerevolutions, or a variable duration based on engine and vehicleoperating conditions, such as vehicle speed and temperature. When theanswer to step 710 is yes, the routine continues to step 712, where adetermination is made as to whether the air fuel sensor indicates a leanair-fuel ratio. For example, the routine can determine whether thesensor indicates a lean value greater than a predetermined air-fuelratio. When the answer to step 712 is no, the routine increases count eby one in step 714. Then, in step 716, the routine determines whethercount e is greater than a first limit value (LI). When the answer tostep 716 is yes, the routine indicates degradation of the sensor in step718.

[0159] Thus, according to the present invention, when the sensor iscoupled only to a cylinder group inducting air with substantially noinjected fuel, the routine determines that the sensor has degraded whenthe sensor does not indicate a lean air-fuel ratio for a predeterminedinterval.

[0160] Referring now to FIG. 8, the second method of diagnostics andadaptive learning according to the present invention (see step 620 ofFIG. 6) is described. First, in step 810, the routine determines whetherthe air-fuel sensor is functioning. This can be done in a variety ofmethods, such as, for example: comparing the measured air-fuel ratio toan expected air-fuel ratio value based on engine operating conditions.Then, in step 812, when the sensor is functioning properly, the routinecontinues to step 814. When the sensor has degraded, the routine movesfrom step 812 to step 816 and disables adaptive learning based on theair-fuel sensor reading.

[0161] Continuing with FIG. 8, when the answer to step 812 is yes, theroutine determines whether fuel vapor is present in step 814. Again, iffuel vapor is present, the routine continues to step 816. Otherwise, theroutine continues to step 818 and learns an adaptive parameter toaccount for fuel injector aging, air meter aging, and various otherparameters as described in greater detail herein with particularreference to FIG. 2F. Adaptive learning can be in various forms, such asdescribed in U.S. Pat. No. 6,102,018 assigned to the assignee of thepresent invention and incorporated herein by reference in its entirety.

[0162] Referring now to FIG. 9, diagnostics and adaptive learningaccording to the first method of the invention (see step 618 of FIG. 6)is described. First, in step 910, the routine determines whether theair-fuel sensor is functioning in a manner similar to step 810 in FIG.8. Then, in step 912, adaptive learning is disabled.

[0163] The method according to the present invention describedhereinabove with particular reference to FIGS. 6 through 9 describesdiagnostics and adaptive learning for a particular exhaust gas oxygen,or air-fuel ratio, sensor. The above routines can be repeated for eachexhaust gas sensor of the exhaust gas system.

[0164] Referring now to FIG. 10, the routine is described for estimatingcatalyst temperature depending on engine operating mode. First, in step1010, the routine determines whether the engine is operating in theAIR/LEAN mode. When the answer to step 1010 is no, the routine estimatescatalyst temperature using the conventional temperature estimatingroutines. For example, catalyst temperature is estimated based onoperating conditions such as engine coolant temperature, engine airflow,fuel injection amount, ignition timing, and various other parameters asdescribed in U.S. Pat. No. 5,303,168 for example. The entire contents ofU.S. Pat. No. 5,303,168 is incorporated herein by reference.

[0165] Alternatively, when the answer to step 1010 is no, the routinecontinues to step 1014 where catalyst temperature is estimated takinginto account the pure air effect based on the number of cylindersoperating without injected fuel. In other words, additional cooling fromthe airflow through cylinders without injected fuel can cause catalysttemperature to decrease significantly. Alternatively, if the exhaustgases of the combusting cylinders are rich, this excess oxygen from thecylinders operating without injected fuel can cause a substantialincrease in exhaust gas temperature. Thus, this potential increase ordecrease to the conventional catalyst temperature estimate is included.

[0166] Referring now to FIG. 11, a routine is described for controllingengine operation in response to a determination of degradation ofexhaust gas sensors described above herein with particular reference toFIGS. 6 through 9. In particular, in step 1110, the routine determineswhether any air-fuel sensors have been degraded. As described above,this can be determined by comparing the sensor reading to an expectedvalue for the sensor reading. Next, when the answer to step 1110 is yes,the routine determines in step 1112 if the degraded sensor is used forengine control during the AIR/LEAN mode of operation. If the answer tostep 1112 is yes, the routine disables the AIR/LEAN operation.

[0167] In other words, if a sensor has degraded that is used for enginecontrol during the AIR/LEAN operating mode, then the AIR/LEAN operatingmode is disabled. Alternatively, if the sensor is not used in such anoperating mode, then the AIR/LEAN mode can be enabled and carried outdespite the degraded sensor.

[0168] Referring now to FIG. 12, a routine is described for controllingdisabling of the AIR/LEAN mode. First, in step 1201, the routinedetermines whether the engine is currently operating in the AIR/LEANmode. When the answer to step 1201 is yes, the routine continues to step1202 where it determines whether there is a request for anotheroperating mode. This request for another operating mode can take variousforms, such as, for example: the request for fuel vapor purging, therequest for operating rich to release and reduce NO trapped in theemission control device, the request for increasing brake booster vacuumby increasing manifold vacuum, a request for temperature management toeither increase a desired device temperature or decrease a desireddevice temperature, a request to perform diagnostic testing of variouscomponents such as sensors or the emission control device, a request toend lean operation, a request resulting from a determination that anengine or vehicle component has degraded, a request for adaptivelearning, or a request resulting from a control actuator reaching alimit value. When the answer to step 1202 is yes, the routine continuesto step 1203 where the AIR/LEAN mode is disabled.

[0169] Note that the request for fuel vapor purging can be based onvarious conditions, such as the time since the last fuel vapor purge,ambient operating conditions such as temperature, engine temperature,fuel temperature, or others.

[0170] As described above, if catalyst temperature falls too low (i.e.,less than preselected value), operating some cylinders withsubstantially no injected fuel can be disabled, and operating switchedto firing all cylinders to generate more heat. However, other actionscan also be taken to increase catalyst temperature. For example:ignition timing of the firing cylinders can be retarded, or, some fuelcan be injected into the non-combusting cylinders. In the latter case,the injected fuel can pass through (i.e., not ignited) and then reactwith excess oxygen in the exhaust system and thereby generate heat.

[0171] Referring now to FIG. 13A, a routine is described for rapidheating of the emission control device. As described above herein, theemission control device can be of various types, such as, for example: athree-way catalyst, a NO_(x) catalyst, or various others. In step 1310,the routine determines whether the crank flag (crkflg) is set equal tozero. The crank flag indicates when the engine is being turned by theengine starter, rather than running under its own power. When it is setto one, this indicates that the engine is no longer in the crank mode.There are various methods known to determine when the engine hasfinished cranking such as, for example: when sequential fuel injectionto all of the engine cylinders has begun, or when the starter is nolonger engaged, or various other methods. Another alternative, ratherthan using an indication of engine cranking would be to use a flagindicating when the engine has begun synchronous fuel injection to allof the cylinders (sync_flg). In other words, when an engine starts, allof the cylinders are fired since engine position is not known. However,once the engine has reached a certain speed and after a predeterminedamount of rotation, the engine control system can determine whichcylinder is firing. At this point, the engine changes the sync_flg toindicate such a determination. Also note that during enginecranking/starting, the engine is operated substantially nearstoichiometry with all cylinders having substantially the same ignitiontiming (for example, MBT timing, or slightly retarded ignition timing).

[0172] When the answer to step 1310 is yes, the routine continues tostep 1312 where a determination is made as to whether the catalysttemperature (cat_temp) is less than or equal to a light off temperature.Note that in an alternative embodiment, a determination can be made asto whether the exhaust temperature is less than a predetermined value,or whether various temperatures along the exhaust path or in differentcatalyst have reached predetermined temperatures. When the answer tostep 1312 is no, this indicates that additional heating is not calledfor and the routine continues to step 1314. In step 1314, the ignitiontiming of the first and second groups (spk_grp_(—)1, spk₁₃ grp_(—)2) setequal to base spark values (base_spk), which is determined based oncurrent operating conditions. Also, the power heat flag (ph_enable) isset to zero. Note that various other conditions can be considered fordisabling the power heat mode (i.e., disabling the split ignitiontiming). For example, if there is insufficient manifold vacuum, or ifthere is insufficient brake booster pressure, or if fuel vapor purgingis required, or if purging of an emission control device such as a Noxtrap is required. Similarly, when operating in the power heat mode, anyof the above conditions will result in leaving the power heat mode andoperating all cylinders at substantially the same ignition timing. Ifone of these conditions occurs during the power heat mode, thetransition routine described below herein can be called.

[0173] Alternatively, when the answer to step 1312 is yes, thisindicates that additional heating should be provided to the exhaustsystem and the routine continues to step 1316. In step 1316, the routinesets the ignition timing of the first and second cylinder groups todiffering values. In particular, the ignition timing for the first group(spk_grp_(—)1) is set equal to a maximum torque, or best, timing(MBT_spk), or to an amount of ignition retard that still provides goodcombustion for powering and controlling the engine. Further, theignition timing for the second group (spk_grp_(—)2) is set equal to asignificantly retarded valued, for example −29°. Note that various othervalues can be used in place of the 29° value depending on engineconfiguration, engine operating conditions, and various other factors.Also, the power heat flag (ph_enable) is set to zero. Also, the amountof ignition timing retard for the second group (spk_grp_(—)2) used canvary based on engine operating parameters, such as air-fuel ratio,engine load, and engine coolant temperature, or catalyst temperature(i.e., as catalyst temperature rises, less retard in the first and/orsecond groups, may be desired). Further, the stability limit value canalso be a function of these parameters.

[0174] Also note, as described above, that the first cylinder groupignition timing does not necessarily have to be set to maximum torqueignition timing. Rather, it can be set to a less retarded value than thesecond cylinder group, if such conditions provide acceptable enginetorque control and acceptable vibration (see FIG. 13B). That is it canbe set to the combustion stability spark limit (e.g., −10). In this way,the cylinders on the first group operate at a higher load than theyotherwise would if all of the cylinders were producing equal engineoutput. In other words, to maintain a certain engine output (forexample, engine speed, engine torque, etc.) with some cylindersproducing more engine output than others, the cylinders operating at thehigher engine output produce more engine output than they otherwisewould if all cylinders were producing substantially equal engine output.As an example, if there is a four cylinder engine and all cylinders areproducing a unitless output of 1, then the total engine output is 4.Alternatively, to maintain the same engine output of 4 with somecylinders operating at a higher engine output than others, then, forexample, two cylinders would have an output of 1.5, while the other twocylinders would have an output of 0.5, again for a total engine outputof 4. Thus, by operating some cylinders at a more retarded ignitiontiming than others, it is possible to place some of the cylinders into ahigher engine load condition. This allows the cylinders operating at thehigher load to tolerate additional ignition timing retard (or additionalenleanment). Thus, in these above examples, the cylinders operating witha unitless engine output of 1.5 could tolerate significantly moreignition timing retard than if all of the cylinders were operating at anengine output of 1. In this way, additional heat is provided to theengine exhaust to heat the emission control device.

[0175] An advantage to the above aspect of the present invention is thatmore heat can be created by operating some of the cylinders at a higherengine load with significantly more ignition timing retard than ifoperating all of the cylinders at substantially the same ignition timingretard. Further, by selecting the cylinder groups that operate at thehigher load, and the lower load, it is possible to minimize enginevibration. Thus, the above routine starts the engine by firing cylindersfrom both cylinder groups. Then, the ignition timing of the cylindergroups is adjusted differently to provide rapid heating, while at thesame time providing good combustion and control.

[0176] Also note that the above operation provides heat to both thefirst and second cylinder groups since the cylinder group operating at ahigher load has more heat flux to the catalyst, while the cylinder groupoperating with more retard operates at a high temperature. Also, whenoperating with a system of the configuration shown in FIG. 2C (forexample a V-8 engine), the two banks are substantially equally heatedsince each catalyst is receiving gasses from both the first and secondcylinder groups.

[0177] However, when using such an approach with a V-10 engine (forexample with a system of the form of FIG. 2D), then the cylinder groupsprovide exhaust only to different banks of catalyst. As such, one bankmay heat to a different temperature than the other. In this case, theabove routine is modified so periodically (for example, after apredetermined time period, or number of engine revolutions, etc.) thecylinder group operation is switched. In other words, if the routinestarts with the first group operating with more retard than the secondgroup, then after said duration, the second group is operated with moreretard than the first, and so on. In this way, even heating of theexhaust system is achieved.

[0178] When operating as described with regard to FIG. 13A, the engineoperates substantially at, or lean of, stoichiometry. However, asdescribed below, with particular reference to FIGS. 13E-G, the air-fuelratio of the cylinder groups can be adjusted to differing values aswell.

[0179] Also note that all of the cylinders in the first cylinder groupdo not necessarily operate at exactly the same ignition timing. Rather,there can be small variations (for example, several degrees) to accountfor cylinder to cylinder variability. This is also true for all of thecylinders in the second cylinder group. Further, in general, there canbe more than two cylinder groups, and the cylinder groups can have onlyone cylinder. However, in one specific example of a V8, configured as inFIG. 2C, there are 2 groups, with four cylinders each. Further, thecylinder groups can be two or more.

[0180] Also note that, as described above, during operation according toFIG. 13A, the engine cylinder air-fuel ratios can be set at differentlevels. In one particular example, all the cylinders are operatedsubstantially at stoichiometry. In another example, all the cylindersare operated slightly lean of stoichiometry. In still another example,the cylinders with more ignition timing retard are operated slightlylean of stoichiometry, and the cylinders with less ignition timingretard are operated slightly rich of stoichiometry. Further, in thisexample, the overall mixture air-fuel ratio is set to be slightly leanof stoichiometry. In other words, the lean cylinders with the greaterignition timing retard are set lean enough such that there is moreexcess oxygen than excess rich gasses of the rich cylinder groupsoperating with less ignition timing retard. Operation according to thisalternate embodiment is described in more detail below, with particularreference to FIGS. 13E, 13F, 13G, and others.

[0181] In an alternative embodiment of the present invention, twodifferent catalyst heating modes are provided. In the first mode, theengine operates with some cylinders having more ignition timing retardthan others. As described above, this allows the cylinders to operate atsubstantially higher load (for example, up to 70% air charge), since thecylinders with more retard are producing little torque. Thus, thecylinders with less retard than others can actually tolerate moreignition timing retard than if all cylinders were operating withsubstantially the same ignition timing retard while providing stablecombustion. Then, the remaining cylinders produce large amounts of heat,and the unstable combustion has minimal NVH (Noise, Vibration,Harshness) impacts since very little torque is being produced in thosecylinders. In this first mode, the air-fuel ratio of the cylinders canbe set slightly lean of stoichiometry, or other values as describedabove.

[0182] In a second mode, the engine operates with all of the cylindershaving substantially the same ignition timing, which is retarded to nearthe combustion stability limit. While this provides less heat, itprovides more fuel economy. Further, the engine cylinders are operatednear stoichiometry, or slightly lean of stoichiometry. In this way,after engine start-up, maximum heat is provided to the catalyst byoperating the engine in the first mode until, for example, a certaintime elapses, or a certain temperature is reached. Then, the engine istransitioned (for example, as described below herein) to operating withall cylinders having substantially the same ignition timing retard.Then, once the catalyst has reached a higher temperature, or anothercertain time has passed, the engine is transitioned to operating nearoptimal ignition timing.

[0183] Referring now to FIG. 13B, the routine is described fortransitioning in and out of the power seat strategy of FIG. 13A. Theroutine of FIG. 13B is called by step 1314 of FIG. 13A. In other words,the routine provides the following operation: first, the engine isstarted by operating all of the cylinders to combust an air and fuelmixture; and second, once the engine cylinders are firing synchronously,or engine speed has reached a predetermined threshold, (and while thecatalyst temperature is below a desired light-off temperature) theengine is transitioned to operate with one group of cylinders severelyretarded and a second group of cylinders with only so much ignitiontiming retard as can be tolerated while providing acceptable enginecombustion and minimum engine vibration. As described above, thecylinder group with a more retarded timing can be operated, for example,about 10 degrees more retarded than the less retarded cylinder group.However, this is just one example, and the difference can be variousamounts, such as 5 degrees, 10 degrees, 15 degrees, 20 degrees, 30degrees, etc.

[0184] Also note that in this embodiment, both cylinder groups areoperating substantially at stoichiometry, or slightly lean ofstoichiometry. Also note that engagement/disengagement of the A/Ccompressor can be disabled during these transitions.

[0185] Referring now specifically to FIG. 13B, in step 1320 adetermination is made as to whether the power heat mode has beenrequested via an affirmative answer to step 1312. In other words, theroutine checks whether the flag (ph_enable_flg) is set to 1. When theanswer to step 1320 is yes, the routine continues to step 1322 where afirst ramping timer (ph_ramp_tmr1) is said equal to zero. Then, in step1324, the routine determines whether the first ramping timer is greaterthan a first ramp limit (rmp_lim_(—)1). When the answer to step 1324 isno, the routine continues to step 1326 where various operations areperformed. In particular, in step 1326, the routine increments the firstramping timer; calculates temporary spark retard value (spark_ret_tmp)based on the maximum stability ignition timing retard that can betolerated (max_stable_ret) and the first ramping timer and the firstramping time limit. Further, the routine calculates the ignition timingfor the first and second groups (spk_grp_(—)1, spk_grp_(—)2) based onthe optimum ignition timing (MBT_spk) and the temporary spark value.Further, the routine ramps the airflow to increase. Alternatively, whenthe answer to step 1324 is yes, the routine continues directly to step1328.

[0186] In step 1328, the routine sets the first and second cylindergroup ignition timing as follows: the second cylinder group ignitiontiming is set to severe retard (for example −29°), and the firstcylinder group ignition timing is jumped up by an amount (spk_add_tq)necessary to counteract the decrease in engine torque caused by settingthe second cylinder group to the severely retarded value. Further, instep 1328, the second ramping timer is set equal to zero.

[0187] Next, in step 1330, the routine determines whether the secondramping timer (Rmp_tmr_(—)2) is greater than a limit time(Rmp_lim_(—)2). When the answer to step 1330 is no, the routinecontinues to step 1332. In step 1332, the first cylinder group ignitiontiming is gradually decreased based on the ramping timer. Further, thesecond ramping timer is incremented and airflow is gradually increased.Alternatively, when the answer to step 1330 is yes, the routine ends.

[0188] In this way, it is possible to transition from all cylindersoperating with substantially equal ignition timing to operating with afirst group of cylinders severely retarded, and a second group ofcylinders generating increased engine torque than if all cylinders wereoperating at substantially full ignition timing. The routine of FIG. 13Bcan be more fully understood by considering the graphs of FIG. 13C. Thegraph shows engine airflow, ignition timing for the two cylinder groupsversus time. Ignition timing for cylinder group 1 and group 2 is shownin FIGS. 13C(2) and 13C(3), respectively. Before time t0, the engine isstopped. At time t0, the engine is cranked/started. Then, at time t1,the engine has reached a predetermined engine speed and all cylindersare being fired synchronously. At time t1, airflow is graduallyincreased while the ignition timing of both cylinder groups is retardedfrom optimum (nbt) timing. Then, at time t2, both cylinders have beenretarded to the combustion stability limit (for example 0). Up to thispoint, all cylinders are firing and producing substantially similarengine output. At time t2, the ignition timing on the second cylindergroup is jumped to a severely retarded value (for example −29°) as shownin FIG. 13C(3). Similarly, at this time, the ignition timing on thefirst cylinder group is jumped back towards optimum ignition timing asshown in FIG. 13C(2). In particular, the amount of this jump on thefirst cylinder group is based on the amount of torque increase needed tocancel the torque decrease caused by the retard on the second cylindergroup. Then, at time t3, the ignition timing on the first cylinder groupis gradually ramped back towards the stability limit, while the airflowis again gradually increased to maintain engine torque until time t4.Thus, according to the present invention, it is possible to adjustairflow (via the throttle or other parameters such as variable camtiming) while adjusting ignition timing as described above to transitionthe engine to operating with some cylinders severely retarded and othersretarded only to a predetermined threshold, while maintaining enginetorque substantially constant. The remainder of FIG. 13C will bedescribe below herein after description of the reverse transitions inFIG. 13D.

[0189] Referring now to FIG. 13D, a routine is described fortransitioning from operating with some cylinder groups having moreretarded ignition timing than others to operating with other cylindersas substantially the same ignition timing. In particular, the routine ofFIG. 13D is called by step 1314 of FIG. 13A. First, in step 1340, theroutine determines whether the power heat flag is set to zero. When theanswer to step 1340 is yes, the routine continues to step 1342. In step1342, the routine sets the second ramp timer to zero. Then, in step1344, the routine determines whether the second ramp timer is greaterthan a second ramp limit. When the answer to step 1344 is no, theroutine continues to step 1346. In step 1346, the routine increments thesecond ramp timer and sets the ignition timing for the first cylindergroup to ramp based on the second ramp timer and the first ramp limit,as well as the ignition timing adjustment based on the change in torque.Further, the routine decreases airflow. Next, in step 1350, the routinesets the first and second ignition timings as shown in the Figure.Further, the routine sets the first ramp timer to zero. In particular,the routine sets the first ignition timing to jump based on theadditional torque, or clips it to the stability limit. Next, in step1352, the routine determines whether the first ramp timer is greaterthan the first timer limit. When the answer to step 1352 is no, theroutine continues to step 1354. In step 1354, the routine sets the firstand second cylinder group ignition timing as described, as well asincrementing the first ramp timer and increasing airflow.

[0190] Operation according to FIG. 13D can be more fully understood byagain considering FIG. 13C. As described above, at time t4, the engineis operating at a high airflow with the first cylinder group having anignition timing retard to the stability limit, while the second cylindergroup has an ignition timing that is severely retarded past thestability limit, thereby generating heat to the engine exhaust. At timet5, the routine decreases engine airflow while increasing the ignitiontiming on the first cylinder group towards optimum ignition timing untiltime t6. Then, at time t7, the routine jumps the ignition timing on thefirst cylinder group towards the stability limit, while at the same timejumping the ignition timing on the second cylinder group to thestability limit. Then, from time t7 to time t8, engine airflow isfurther decreased, while the ignition timing on both cylinder groups isramped towards optimal ignition timing. In this way, the routinetransitions to operating all of the cylinders at substantially the sameignition timing near the optimum ignition timing.

[0191] Referring now to FIG. 13E, a routine is described fortransitioning the engine air fuel ratio after the engine hastransitioned to operating with one group of cylinders having an ignitiontiming more retarded than another group of cylinders. In particular, theroutine describes how to transition to operate one group of cylinderswith a slightly rich bias, and the other group of cylinders with aslightly lean bias. Further, the lean and rich bias values are selectedsuch that the overall mixture air-fuel ratio of gasses from the firstand second cylinder groups is slightly lean of stoichiometry, forexample, between 0.1 and 1. air-fuel ratios. First, in step 1360, theroutine determines whether the engine is currently operating in thepower-heat mode (operating one cylinder group with an ignition timingmore retarded than another cylinder group). When the answer to step 1360is yes, the routine continues to step 1361, where the air fuel ratiotimer (ph_lam_tmr1) is set equal to zero. Then, the routine continues tostep 1362, where a determination is made as to whether the air-fuelratio timer is greater than a first limit value (ph_lam_tim1). When theanswer to step 1362 is no, the routine continues to step 1363. In step1363, the timer is incremented, and the first and second cylinder groupdesired air-fuel ratios (lambse_(—)1, lambse2) are ramped to the desiredvalues, while airflow is adjusted to maintain engine torquesubstantially constant. In particular, while the airflow ratios areramped, the engine airflow is increased. In particular, the torque ratio(tq_ratio) is calculated using function 623. Function 623 containsengine mapping data that gives a relationship between the engine torqueratio and the air-fuel ratio. Thus, from this function and the equationsdescribed in step 1363, it is possible to calculate the desired airflowto maintain engine torque substantially constant while changing thecombustion air-fuel ratios. Then, in step 1364, the timer is reset tozero.

[0192] Thus, as described in FIG. 13E above, the engine is transitionedfrom operating all of the cylinders at substantially the same air-fuelratio (with one cylinder group operating at an ignition timing moreretarded than others) to operating first group of cylinders at a firstignition timing with a first air-fuel ratio slightly rich, and a secondgroup of cylinders operating a second ignition timing substantially moreretarded than the first ignition timing, and at a second air-fuel ratioslightly lean of stoichiometry. This operation can be more fullyunderstood by considering the first portion of FIG. 13G. In particular,the FIG. 13G(1) shows the spark transition described above herein withparticular reference to FIG. 13B. FIG. 13G(2), shows an air-fuel ratiotransition according to FIG. 13E. Note that the desired airflowadjustment that is made to compensate for the change in air-fuel ratioof the first and second cylinder groups may cause airflow to increase insome conditions, while causing air flow to decrease in other conditions.In other words, there may be conditions that require increasing engineairflow to maintain substantially the same engine torque, while theremay also be other conditions that require decreasing engine air flow tomaintain engine torque substantially constant. FIG. 13G(3) will bedescribed more fully below after a description of FIG. 13F.

[0193] Referring now to FIG. 13F, routine is described for transitioningout of the split air-fuel ratio operation. First, in step 1365, theroutine determines whether the engine is operating in the power heatmode by checking the flag (ph_running_flg). When the answer to step 1365is yes, the routine continues to step 1366 where the second air fuelratio timer (ph_lam_tmr2) is set to zero. Next, in step 1367, theroutine determines whether the timer is greater than a limit value(ph_lam_tim2). When the answer to step 1367 is no, the routine continuesto step 1368.

[0194] In step 1368, the timer is incremented, and the first and secondcylinder group desired air-fuel ratio is open (lambse_(—)1, lambse_(—)2)are calculated to maintain engine torque substantially constant.Further, the desired air flow is calculated based on the torque ratioand function 623. Further, these desired air-fuel ratios are calculatedbased on the desired rich and lean bias values (rach_bias, lean_bias).As such, in a manner similar to step 1363, the air-fuel ratios areramped while the airflow is also gradually adjusted. Just as in step1363, the desired air-fuel ratio may increase or decrease depending onoperating conditions. Finally, in step 1369, the timer is reset to zero.

[0195] Operation according to FIG. 13F can be more fully understood bycontinuing the second half of the graph in FIG. 13G. Continuing thedescription of 13G from above, after the air fuel transition into thesplit air-fuel operating mode, the Figure shows transitioning out of thesplit air-fuel ratio mode, where the desired air-fuel ratios are rampedto a common value. Similarly, the airflow is adjusted to compensateengine torque.

[0196] Referring now to FIG. 13H, a routine is described for controllingengine idle speed during the power heat mode. In other words, after theengine is started by firing all the cylinders, and the engine istransitioned to operating with a first group of cylinders having moreignition timing retard than a second group of cylinders, FIG. 13Hdescribes the control adjustments made to maintain engine idle speedduring such operation. First, in step 1370, the routine determineswhether the engine is in the idle speed control mode. When the answer tostep 1370 is yes, the routine continues to step 1371 where adetermination is made as to whether the engine is operating in the powerheat mode by checking a flag (ph₁₃ running_flg). When the answer to step1371 is yes, the engine is operating with the first cylinder grouphaving more ignition timing retard than a second cylinder group. Whenthe answer to step 1371 is yes, the routine continues to step 1372 andcalculates an engine speed error between a desired engine idle speed anda measured engine idle speed. Then, in step 1373, the routine calculatesan airflow adjustment value based on the speed error, as well as anadjustment to the first cylinder group ignition timing based on thespeed error. In other words, the routine adjusts airflow to increasewhen engine speed falls below the desired value, and adjust airflow todecrease when engine speed rises above the desired value. Similarly,when engine speed falls below the desired value, the ignition timing ofthe first cylinder group (spk_grp_(—)1) is advanced toward optimalemission timing. Further, when engine speed rises above the desiredvalue, the ignition timing of the first cylinder group is retarded awayfrom optimal ignition timing.

[0197] When the answer to step 1371 is no, the routine continues to step1374 and calculates an engine idle speed error. Then, in step 1375, theroutine adjusts airflow based on the speed error, as well as both thefirst and second cylinder group ignition timing values based on thespeed error. In other words, when not in the power heat mode, the engineadjusts the ignition timing to all cylinders to maintain engine idlespeed.

[0198] Referring now to FIG. 13K, an alternate embodiment of the routinedescribed in FIG. 13H is described. Steps 1380, 1381, 1382, 1386, and1387 correspond to steps 1370, 1371, 1372, 1374, and 1375 of step 13H.However, in FIG. 13K, the routine has an additional check to determinewhether the control authority of ignition timing of the first cylindergroup has reached a limit value. In particular, in step 1384, theroutine determines whether the first ignition timing (spk_grp_(—)1) isgreater than the optimal ignition timing (MBT-SPK). In other words, theroutine determines whether the ignition timing of the first cylindergroup has been advanced to the maximum ignition timing limit. When theanswer to step 1384 is yes, the routine continues to step 1385 and setsthe first cylinder group ignition timing to the optimal ignition timingand calculates an adjustment to the second cylinder group ignitiontiming based on a speed error.

[0199] In other words, if a large engine load is placed on the engineand adjustment of engine air flow and the first cylinder group ignitiontiming to the optimal ignition timing is insufficient to maintain thedesired engine idle speed, then additional torque is supplied from thesecond cylinder group by advancing the ignition timing towards theoptimal ignition timing. While this reduces the engine heat generated,it only happens for a short period of time to maintain engine idlespeed, and therefore, has only a minimal effect on catalyst temperature.Thus, according to the present invention, it is possible to quicklyproduce a very large increase in engine output since the engine hassignificant amount of ignition timing retard between the first andsecond cylinder groups.

[0200] Note that FIG. 13C shows operation where desired engine torque issubstantially constant. However, the routines of FIGS. 13A, B andothers, can be adjusted to compensate for a change in desired engineoutput by adjusting engine airflow to provide the desire engine output.That is, the airflow can have a second adjustment value to increase ordecrease engine airflow from the values shown to accommodate such arequest. In other words, during the very short time of the transition,the desired engine output can be maintained substantially constant ifdesired, or increased/decreased by further adjusting engine airflow fromthat shown.

[0201] Note that in the above described idle speed control operations,air/fuel or spark transitions may be smoothed by engaging or disengagingan engine load such as this AC compressor.

[0202] Referring now to FIG. 131, several examples of operation of anengine are described to better illustrate operation according to thepresent invention and its corresponding advantages. These examplesschematically represent engine operation with differing amounts of air,fuel, and ignition timing. The examples illustrate schematically, onecylinder of a first group of cylinders, and one cylinder of a secondgroup of cylinders. In Example 1, the first and second cylinder groupsare operating with substantially the same air flow, fuel injection, andignition timing. In particular, the first and second groups induct anair flow amount (a1), have injected fuel amount (f1), and have anignition timing (spk1). In particular, groups 1 and 2 in Example 1 areoperating with the air and fuel amounts in substantially stoichiometricproportion. In other words, the schematic diagram illustrates that theair amount and fuel amount are substantially the same. Also, the Example1 illustrates that the ignition timing (spk1) is retarded from optimaltiming (MB. Operating in this way results in the first and secondcylinder groups producing an engine torque (T1).

[0203] Example 2 of FIG. 13I illustrates operation according to thepresent invention. In particular, the ignition timing of the secondgroup (spk2′) is substantially more retarded than the ignition timing ofthe first cylinder group of Example 2 (spk2). Further, the air and fuelamounts (a2, f2) are greater than the air amounts in Example 1. As aresult of operation according to Example 2, the first cylinder groupproduces engine torque (T2), while the second cylinder group producesengine torque (T2′). In other words, the first cylinder group producesmore engine torque than when operating according to Example 1 sincethere is more air and fuel to combust. Also note that the first cylindergroup of Example 2 has more ignition retard from optimal timing than theignition timing of group 1 of Example 1. Also, note that the enginetorque from the second cylinder group (T2′) is less than the enginetorque produced by the first and second cylinder group of Example 1, dueto the severe ignition timing retard from optimal timing. The combinedengine torque from the first and second cylinder groups of Example 2 canbe roughly the same as the combined engine torque in the first andsecond cylinder groups of Example 1. However, significantly more exhaustheat is generated in Example 2 due to the large ignition timing retardof the second group, and the ignition timing retard of the first groupoperating at a higher engine load.

[0204] Referring now to Example 3 of FIG. 13I, operation according toanother embodiment of the present invention is described. In Example 3,an addition to adjustments of ignition timing, the first cylinder groupis operated slightly rich, and the second cylinder group is operatedslightly lean. Also note that these cylinder groups can be operated atvarious rich and lean levels. Operation according to the third exampleproduces additional heat since the exhaust temperature is high enoughsuch that the excess fuel of the first group reacts with the excessoxygen from the second group.

[0205] Referring now to FIG. 13J, a graph is shown illustrating engineairflow versus throttle position. According to operation of the presentinvention, in one particular example an electronically controlledthrottle is coupled to the engine (instead of, for example, a mechanicalthrottle and an idle air pass valve). FIG. 13J shows that at lowthrottle positions, a change in throttle position produces a largechange in air flow, while at large throttle positions, a change inthrottle position produces a relatively smaller change in air flow. Asdescribed above herein, operation according to the present invention(for example, operating some cylinders at a more retarded ignitiontiming than others, or operating some cylinders without fuel injection)causes the engine cylinders to operate at a higher load. In other words,the engine operates at a higher airflow and larger throttle position.Thus, since the slope of airflow to throttle position is lower in thisoperating mode, the controllability of airflow, and torque, is therebyimproved. In other words, considering the example of idle speed controlvia adjustments of throttle, engine idle speed is better maintained atthe desired level. For example, at throttle position (tp1) the sloperelating air flow and throttle position is s1. At throttle position(tp2), the slope is s2, which is less than slope s1. Thus, if the enginewere operating with all cylinders at substantially the same ignitiontiming, the throttle position may be operating about throttle position(tp1). However, if the engine is operating at a higher load (since somecylinders are operating with more ignition timing retard than others),then the engine can operate about throttle position (tp2). As such,better idle speed control can be achieved.

[0206] As described above, engine idle speed control is achieved byadjusting ignition timing during the power heat mode. Note that variousalternate embodiments are possible. For example, a torque based engineidle speed control approach could be used. In this approach, from thedesired engine speed and engine speed error, a desired engine output(torque) is calculated. Then, based on this desired engine torque, anairflow adjustment and ignition timing adjustment value can becalculated.

[0207] Referring now to FIG. 14, an alternate embodiment is describedfor quickly heating the exhaust system. Note that the routine of FIG. 14is applicable to various system configurations, such as systems whereexhaust gasses from the cylinder groups mix at some point before theyenter the catalyst to be heated.

[0208] First, in step 1410, the routine determines whether the crankflag is set to zero. Note that when the crank flag is set to zero, theengine is not in the engine start/crank mode. When the answer to step1410 is yes, routine continues to step 1412. In step 1412, the routinedetermines whether the catalyst temperature (cat_temp) is above a firsttemperature (temp1) and below a second temperature (temp2). Varioustemperature values can be used for temp1 and temp2, such as, forexample: setting temp1 to the minimum temperature that can support acatalytic reaction between rich gasses and oxygen, setting temp2 to adesired operating temperature. When the answer to step 1412 is no, theroutine does not adjust the engine ignition timing (spark retard).

[0209] Alternatively, when the answer to step 1412 is yes, the routinecontinues to step 1414. In step 1414, the routine adjusts engineoperation to operate with one cylinder group receiving injecting fueland inducting air, and the second group inducting air with substantiallyno injector fuel. More specifically, if the engine was started with allcylinders (i.e., all cylinders are currently firing) then the enginetransitions to operating with only some cylinders firing, such asdescribed above herein with particular reference to FIG. 3D(2), forexample. Also, once the engine has been transitioned, the cylinders thatare combusting air and fuel are operated at an air-fuel ratio which isrich of stoichiometry. However, the firing cylinder air-fuel ratio isnot set so rich such that the mixture of the combusted gasses with theair from the non-combusting cylinders is substantially greater than nearstoichiometry. In other words, the mixture air-fuel ratio is maintainedwithin a limit (above/below) near the stoichiometric value. Next, instep 1416, the routine sets the ignition timing, for the firingcylinders, to a limited value. In other words, the ignition timing forthe firing cylinders are set to, for example, the maximum ignitiontiming retard that can be tolerated at the higher engine load, whileproducing acceptable engine control and engine vibration.

[0210] In this way, the rich combustion gasses from the firing cylinderscan mix with and react with the excess oxygen in the cylinders withoutinjected fuel to created exothermic or catalytic heat. Further, heat canbe provided from the firing cylinders operating at a higher load thanthey otherwise would if all cylinders were firing. By operating at thishigher load, significant ignition timing retard can be tolerated whilemaintaining acceptable engine idle speed control and acceptablevibration. Further, since the engine is operating at a higher load, theengine pumping work is reduced.

[0211] Also note that once the desired catalyst temperature, or exhausttemperature, has been reached, the engine can transition back tooperating with all cylinders firing, if desired. However, when theengine is coupled to an emission control device that can retain NOx whenoperating lean, it may be desirable to stay operating in the mode withsome cylinders firing and other cylinders operating with substantiallyno injected fuel. However, once the desired catalyst temperature isreached, the mixture air-fuel ratio can be said substantially lean ofstoichiometry. In other words, the firing cylinders can be operated witha lean air-fuel ratio and the ignition timing set to maximum torquetiming, while the other cylinders operate with substantially no injectedfuel.

[0212] Referring now to FIG. 15, another alternate embodiment of thepresent invention is described for heating the exhaust system. In thisparticular example, the routine operates the engine to heat the emissioncontrol device to remove sulfur (SO_(x)) that has contaminated theemission control device. In step 1510, the routine determines whether adesulfurization period has been enabled. For example, a desulfurizationperiod is enabled after a predetermined amount of fuel is consumed. Whenthe answer to step 1510 is yes, the routine continues to step 1512. Instep 1512, the routine transitions from operating with all cylindersfiring to operating with some cylinders firing and other cylindersoperating with substantially no injected fuel. Further, the firingcylinders are operated at a significantly rich air-fuel ratio, such as,for example 0.65. Generally, this rich air-fuel ratio is selected asrich as possible, but not so rich as to cause soot formation. However,less rich values can be selected. Next, in step 1514, the routinecalculates a mixture air-fuel ratio error in the exhaust systemtailpipe. In particular, a tailpipe air-fuel ratio error (TP_AF_err) iscalculated based on the difference between an actual tailpipe air-fuelratio (TP-AF) minus a desired, or set-point, air-fuel ratio (set₁₃ pt).Note that the actual air-fuel ratio and tailpipe can be determined froman exhaust gas oxygen sensor positioned in the tailpipe, or estimatedbased on engine operating conditions, or estimated based on air-fuelratios measured in the engine exhaust.

[0213] Next, in step 1516, the routine determines whether the tailpipeair fuel air is greater than zero. When the answer to step 1516 is yes,(i.e. there is a lean error), the routine continues to step 1518. Instep 1518, the airflow into the group operating with substantially noinjected fuel is reduced. Alternatively, when the answer to step 1516 isno, the routine continues to step 1520 where the airflow into the groupoperating with substantially no injected fuel is increased. Note thatthe airflow into the group operating with substantially no injected fuelcan be adjusted in a variety of ways. For example, it can be adjusted bychanging the position of the intake throttle. However, this also changesthe airflow entering the cylinder's combusting air and fuel and thusother actions can be taken to minimize any affect on engine outputtorque. Alternatively, the airflow can be adjusted by changing the camtiming/opening duration of the valves coupled to the group operatingsystem with substantially no injected fuel. This will change the airflowentering the cylinders, with a smaller affect on the airflow enteringthe combusted cylinders. Next, in step 1522, a determination is made asto whether the catalyst temperature has reached the desulfurizationtemperature (desox_temp). In this particular example, the routinedetermines whether the downstream catalyst temperature (for examplecatalyst 224) has reached a predetermined temperature. Further, in thisparticular example, the catalyst temperature (ntrap_temp) is estimatedbased on engine operating conditions. Also note, that in this particularexample, the downstream catalyst is particularly susceptible to sulfurcontamination, and thus it is desired to remove sulfur in thisdownstream catalyst. However, sulfur could be contaminating upstreamemission control devices, and the present invention can be easilyaltered to generate heat until the upstream catalyst temperature hasreached its desulfurization temperature.

[0214] When the answer to step 1522 is yes, the routine reduces theair-fuel ratio in the cylinder and the combusting cylinders.Alternatively, when the answer to step 1522 is no, the routine retardsignition timing and increases the overall airflow to generate more heat.

[0215] In this way, heat is generated from the mixture of the combustedrich gas mixture and the oxygen in the airflow from the cylindersoperating with substantially known injected fuel. The air-fuel ratio ofthe mixture is adjusted by changing the airflow through the engine.Further, additional heat can be provided by retarding the ignitiontiming of the combusting cylinders, thereby increasing the overallairflow to maintain the engine output.

[0216] As a general summary, the above description describes a systemthat exploits several different phenomena. First, as engine loadincreases, the lean combustion limit also increases (or the engine issimply able to operate lean where it otherwise would not be). In otherwords, as the engine operates at higher loads, it can tolerate alean(er) air-fuel ratio and still provide proper combustion stability.Second, as engine load increases, the ignition timing stability limitalso increases. In other words, as the engine operates at higher loads,it can tolerate more ignition timing retard and still provide propercombustion stability. Thus, as the present invention provides variousmethods for increasing engine load of operating cylinders, it allows forthe higher lean air-fuel ratio or a more retarded ignition timing, forthe same engine output while still providing stable engine combustionfor some cylinders. Thus, as described above, both the ignition timingretard stability limit, and the lean combustion stability limit are afunction of engine load.

[0217] While the invention has been described in detail, those familiarwith the art to which this invention relates will recognize variousalternative designs and embodiments for practicing the invention asdefined by the following claims.

1. A method for controlling an engine have at least first and secondgroups of cylinders, the engine coupled to an emission control device,comprising: in response to engine starting: operating the first group ofcylinders at a first ignition timing and rich of stoichiometry; andoperating the second group of cylinders at a second ignition timing moreretarded than said first group and lean of stoichiometry.
 2. The methodrecited in claim 1 wherein said first ignition timing is retarded from amaximum torque ignition timing.
 3. The method recited in claim 1 whereinsaid second ignition timing is retarded more than 10 degrees from saidfirst ignition timing.
 4. The method recited in claim 1 wherein saidoperation is carried out during engine idle speed control.
 5. A methodfor controlling an engine have at least first and second groups ofcylinders, the engine coupled to an emission control device, comprising:in response to engine starting: first transitioning to: operating thefirst group of cylinders at a first ignition timing; and operating thesecond group of cylinders at a second ignition timing more retarded thansaid first group; second transitioning to: operating the first group atsaid first ignition timing and rich of stoichiometry; and operating thesecond group at said second ignition timing and lean of stoichiometry.6. The method recited in claim 5 wherein said first ignition timing isretarded from a maximum torque timing.